EP3622166B1 - Anordnung zur erzeugung elektrischer energie - Google Patents

Anordnung zur erzeugung elektrischer energie Download PDF

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Publication number
EP3622166B1
EP3622166B1 EP17734973.5A EP17734973A EP3622166B1 EP 3622166 B1 EP3622166 B1 EP 3622166B1 EP 17734973 A EP17734973 A EP 17734973A EP 3622166 B1 EP3622166 B1 EP 3622166B1
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EP
European Patent Office
Prior art keywords
combustion chamber
piston
rod
communication
duct
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EP17734973.5A
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English (en)
French (fr)
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EP3622166A1 (de
Inventor
Maurizio BOTTI
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Suisse Technology Group Sagl
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Suisse Technology Group Sagl
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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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F02B63/041—Linear electric generators
    • 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
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/001—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by one double acting piston motor
    • F01B11/002—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by one double acting piston motor one side of the double acting piston motor being always under the influence of the fluid under pressure
    • F01B11/003—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by one double acting piston motor one side of the double acting piston motor being always under the influence of the fluid under pressure the fluid under pressure being continuously delivered to one motor chamber and reacting the other chamber through a valve located in the piston, to bring the piston back in its start-position
    • 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
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/004—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction
    • 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
    • F01B23/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
    • F01B23/10—Adaptations for driving, or combinations with, electric generators
    • 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
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • 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
    • F02B71/00—Free-piston engines; Engines without rotary main shaft
    • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby

Definitions

  • the present invention relates to an assembly for producing electric power.
  • the present invention relates to an assembly for producing electric power intended for being installed in transport means (including road vehicles, boats, aircrafts), working means, lifting means, in order to increase the charge duration of the batteries, or, more generally, intended for being associated as a supporting unit with any equipment where the need to increase the charge duration of the accumulators is felt, or yet for being used in plants for electric power production by means of renewable sources, in order to increase the accumulation capacity of the batteries.
  • transport means including road vehicles, boats, aircrafts
  • lifting means in order to increase the charge duration of the batteries
  • the present invention relates to an assembly for producing electric power intended for being installed in transport means (including road vehicles, boats, aircrafts), working means, lifting means, in order to increase the charge duration of the batteries, or, more generally, intended for being associated as a supporting unit with any equipment where the need to increase the charge duration of the accumulators is felt, or yet for being used in plants for electric power production by means of renewable sources, in order to increase the accumulation capacity of the batteries.
  • Electric power generating assemblies incorporating an internal combustion engine and exploiting therefore the high energy content of hydrocarbon fuels are known in the art.
  • US Patent No. 6 349 683 discloses a two-stroke or four-stroke internal combustion engine including a cylinder in which a combustion chamber is formed and a piston arranged to reciprocate within the cylinder. To this end, the piston is connected to a rod, and a helical spring has one end fastened to the cylinder and the opposite end fastened to the rod associated with the piston, whereby the piston moves (in the expansion step) against the spring resistance.
  • the rod at its distal end from the piston, carries an electrical induction coil that, by following the reciprocating motion of the piston, moves relative to a stationary permanent magnet, so as to generate electric power.
  • US Patent Application No. 2002/0139323 discloses an internal combustion engine including a pair of opposed pistons which are rigidly connected together by means of a common rod and are driven in an oscillatory movement.
  • Said common rod carries a coil that, by following the oscillatory motion of the rod, moves relative to a stationary permanent magnet, so as to generate electric power.
  • the assembly for producing electric power includes a housing in which a first substantially cylindrical portion is formed, inside which a first combustion chamber is formed and a first piston is arranged to reciprocate. Moreover, a second substantially cylindrical portion is formed inside said housing, a second combustion chamber being formed inside the second portion and a second piston being arranged to reciprocate within the second portion.
  • the first piston is connected to a first end of a first rod, which carries at its opposed second end a third piston.
  • the second piston is connected to a first end of a second rod, which carries at its opposed second end a fourth piston.
  • the third and fourth pistons define, together with the housing walls, a third combustion chamber, which is therefore located between said third and fourth pistons and within which said third and fourth pistons are arranged to reciprocate.
  • the combustion chambers can have any displacement and can be water-cooled or air cooled.
  • the first and second rods are coaxial, so that the third combustion chamber has a substantially cylindrical shape and the housing of the assembly according to the invention has a substantially cylindrical shape.
  • the first rod is rigidly connected, by means of one or more first supports, to a set of first coils / first permanent magnets that, by following the reciprocating motion of the first and third pistons, move relative to a set of stationary first permanent magnets / stationary first coils, so as to generate electric power.
  • the second rod is rigidly connected, by means of one or more second supports, to a set of second coils / second permanent magnets that, by following the reciprocating motion of the second and fourth pistons, move relative to a set of stationary second permanent magnets / stationary second coils, so as to generate electric power.
  • the movement of each piston is braked not only by the electric power generation but also by the compression of the piston located at the opposed end of the respective rod.
  • the invention allows overcoming the limitations of the prior art solutions, imposed by the provision of springs or other elastically resistant means.
  • the solution according to the invention allows significantly reducing vibrations, since it comprises equal oscillating masses moving in opposition.
  • the solution according to the invention allows reducing the displacement of the individual pistons, and consequently the overall size, for a given amount of electric power produced.
  • the provision of said third combustion chamber, common to the third and fourth pistons allows synchronising the system, i.e. the reciprocating movement of the first and second rods and of the elements connected thereto.
  • the assembly for producing electric power according to the invention can be manufactured by using standard, commercially available components, and this ensures reliability and limited prices.
  • Figs. 1a to 1d the portion of the assembly for producing electric power according to the invention at the right hand side of the drawings, i.e. the portion included between the third combustion chamber and the second combustion chamber, is fictitiously rotated by 90° relative to its actual arrangement.
  • FIGs. 1a to 1d there is shown the assembly for producing electric power according to the invention, denoted in the whole by reference numeral 1.
  • Assembly 1 includes a housing 3 at a first end of which a first substantially cylindrical portion 3a is formed, housing a first combustion chamber 5a.
  • the first combustion chamber 5a has a substantially cylindrical shape and is equipped with fuel injection means (not shown) and with ignition means 7a for fuel ignition. Moreover, the first combustion chamber 5a is equipped with an inlet port 8a in communication with an inlet duct 9a for introducing air into the first combustion chamber. Said inlet duct 9a is in communication with an intake duct 11a equipped with an intake valve 10a, and opens into the first combustion chamber or, preferably, into a pre-compression chamber connected thereto, as it will be described in detail hereinafter. The first combustion chamber 5a is also equipped with an outlet port 12a in communication with an exhaust duct 13a for the outflow of exhaust gases from the first combustion chamber.
  • a first piston 15a is mounted free inside the first portion 3a of housing 3 and delimits the first combustion chamber 5a.
  • the first piston 15a is housed in said first portion 3a of housing 3 so as to be able to reciprocate within it.
  • housing 3 At a second end, opposed to the first end, housing 3 has a second substantially cylindrical portion 3b, housing a second combustion chamber 5b.
  • the second combustion chamber 5b has a substantially cylindrical shape and is equipped with fuel injection means (not shown) and with ignition means 7b for fuel ignition. Moreover, the second combustion chamber 5b is equipped with an inlet port 8b in communication with an inlet duct 9b for introducing air into the second combustion chamber. Said inlet duct 9b is in communication with an intake duct 11b equipped with an intake valve 10b, and opens into the second combustion chamber or, preferably, into a pre-compression chamber connected thereto, as it will be described in detail hereinafter. The second combustion chamber 5b is also equipped with an outlet port 12b in communication with an exhaust duct 13b for the outflow of exhaust gases from the second combustion chamber.
  • a second piston 15b is mounted free inside the second portion 3b of housing 3 and delimits the second combustion chamber 5b.
  • the second piston 15b is housed in said second portion 3b of housing 3 so as to be able to reciprocate within it.
  • the first piston 15a is connected to a first end of a first rod 17a, which carries at its opposed end a third piston 15c
  • the second piston 15b is connected to a first end of a second rod 17b, which carries at its opposed end a fourth piston 15d.
  • the third piston 15c and the fourth piston 15d define, together with the walls of housing 3, a third combustion chamber 5c, which is formed in an intermediate, substantially central portion 3c of said housing 3.
  • the third combustion chamber 5c is equipped with fuel injection means (not shown) and with ignition means 7c for fuel ignition. Moreover, the third combustion chamber 5c is equipped with two inlet ports 8c, 8d in communication with respective inlet ducts 9c, 9d for introducing air into the third combustion chamber.
  • a first inlet duct 9c is in communication with intake duct 11a of the first combustion chamber 5a through an intake valve 10c and opens into the second combustion chamber or, preferably, into a pre-compression chamber connected thereto, as it will be described in detail hereinafter.
  • a second inlet duct 9d is in communication with intake duct 11b of the second combustion chamber 5b through an intake valve 10d and opens into the third combustion chamber or, preferably, into a pre-compression chamber connected thereto, as it will be described in detail hereinafter.
  • the third combustion chamber 5c is also equipped with two outlet ports 12c, 12d in communication with exhaust duct 13a of the first combustion chamber and exhaust duct 13b of the second combustion chamber, respectively, for the outflow of exhaust gases from the third combustion chamber.
  • rods 17a, 17b are coaxially arranged, so that also the third combustion chamber 5c has a substantially cylindrical shape and housing 3 of assembly 1 has in the whole a substantially cylindrical shape.
  • the first and second rods 17a, 17b have the same mass and the same size
  • the first and second pistons 15a, 15b have the same mass and the same size
  • the third and fourth pistons 15c, 15d have the same mass and the same size. More preferably, all pistons 15a - 15d have the same mass and the same size.
  • the first rod 17a is mounted on longitudinal bearings 19a, 19c (or similar components) suitably arranged so as to define a first space 21a which is located between the first piston 15a and one of said bearings (bearing 17a) and is in communication with supply duct 11a and inlet duct 9a of the first combustion chamber, and a second space 21 which is located between the first piston 15a and the other one 17c of said bearings and is in communication with supply duct 1 1a and inlet duct 9c of the third combustion chamber.
  • said spaces 21a, 21c can be advantageously exploited as pre-compression chambers for a first compression of air coming from supply duct 11a before such air enters inlet duct 9a of the first combustion chamber or inlet duct 9c of the third combustion chamber, as it will be disclosed hereinafter.
  • the second rod 17b is mounted on longitudinal bearings 19b, 19d (or similar components) suitably arranged so as to define a first space 21b which is located between the second piston 15b and one of said bearings (bearing 17b) and is in communication with supply duct 11b and inlet duct 9b of the second combustion chamber, and a second space 21d which is located between the fourth piston 15d and the other one 17d of said bearings and is in communication with supply duct 11b and inlet duct 9d of the third combustion chamber.
  • said spaces 21b, 21d can be advantageously exploited as pre-compression chambers for a first compression of air coming from supply duct 11b before such air enters inlet duct 9b of the second combustion chamber or inlet duct 9d of the third combustion chamber, as it will be disclosed hereinafter.
  • one or more first supports 23a are fastened to the first rod 17a, preferably in an intermediate position between the first piston 15a and the third piston 15c.
  • Those supports carry sets of first magnets 25a facing sets of first induction coils 27a, so that, when the first piston 15a reciprocates within the first portion 3a of housing 3, the first magnets 25a reciprocate relative to the first coils 27a.
  • first supports 23a are fastened to the first rod 17a.
  • Said supports are arranged at 180° relative to each other and each of them carries a respective set of first magnets 25a, facing a respective set of first induction coils 27a.
  • the first supports 23a could carry the induction coils and the magnets could be stationary and arranged so as to face the paths of said coils.
  • one or more second supports 23b are fastened to the second rod 17b, preferably in an intermediate position between the second piston 15b and the fourth piston 15d.
  • Those supports carry sets of second magnets 25b facing sets of second induction coils 27b, so that, when the second piston 15b reciprocates within the second portion 3b of housing 3, the second magnets 25b reciprocate relative to the second coils 27b.
  • two second supports 23b are fastened to the second rod 17b.
  • Said supports are arranged at 180° relative to each other and each of them carries a respective set of second magnets 25b, facing a respective set of second induction coils 27b.
  • the second supports 23b are offset by 90° relative to the first supports 23a.
  • the second supports 23b could carry the induction coils and the magnets could be stationary and arranged so as to face the path of said coils.
  • assembly 1 for producing electric power according to the invention comprises in the whole four sets of magnets (two sets of first magnets 25a and two sets of second magnets 25b) and four sets of respective coils (two sets of first coils 27 a and two sets of second coils 27b) arranged in a cross-shaped pattern.
  • Respective pumps for fuel injection and small pumps for lubricating oil can moreover be fastened to the first rod 17a as well as to the second rod 17b.
  • supports 23a, 23b, as well as the elements associated therewith and further components, if any, mounted on rods 17a, 17b, have the same mass and the same size, so as to maintain the overall symmetry of assembly 1 for producing electric power.
  • assembly 1 for producing electric power according to the invention can be summarised as follows.
  • All pistons 15a - 15d operate according to the principle of a two-stroke engine.
  • the third and fourth pistons 15c, 15d are at their minimum relative distance and compress the air-fuel mixture present in the third combustion chamber 5c.
  • the first and second combustion chambers 5a, 5b are in communication with the respective inlet ducts 9a, 9b and exhaust ducts 13a, 13b through the respective inlet ports 8a, 8b and outlet ports 12a, 12b.
  • the air-fuel mixture present in the third combustion chamber 5c is therefore ignited and ignition occurs, as a consequence of which the third and fourth pistons 15c, 15d are moved away from each other. Consequently, the first piston 15a moves towards the end of the first portion 3a of housing 3 and covers inlet port 8a and outlet port 12a. At this point, fuel is injected into the first combustion chamber and the first piston 15a starts compressing the air-fuel mixture present in said first combustion chamber 5a. At the same time, the second piston 15b moves towards the end of the second portion 3b of housing 3 and covers inlet port 8b and outlet port 12b. At this point, fuel is injected into the second combustion chamber and the second piston 15b starts compressing the air-fuel mixture present in the second combustion chamber 5b. In the meanwhile, the third and fourth pistons 15c, 15d, during their movement away from each other, cause a first compression of air present in pre-compression chambers 21c, 21d. This step is shown in Fig. 1b .
  • Fig. 1c shows the step in which the distance between the first piston 15a and the end of the first portion 3a of housing 3 is minimum, as is the distance between the second piston 15b and the end of the second portion 3b of housing 3.
  • the third piston 15c and the fourth piston 15d continuing their movement away from each other, have left respective outlet ports 12c, 12d of the third combustion chamber uncovered, thereby allowing outflow of exhaust gases into respective exhaust ducts 13c, 13d.
  • the third piston 15c and the fourth piston 15d have left respective inlet ports 8c, 8d of the third combustion chamber uncovered, thereby allowing substitution of the exhaust gases discharged with pre-compressed fresh air coming from respective inlet ducts 9c, 9d.
  • the air-fuel mixture present in the first combustion chamber 5a is ignited, as is the air-fuel mixture present in the second combustion chamber 5b. Consequently ignition occurs in both said combustion chambers, as a consequence of which the first piston 15a is moved away from the end of the first portion 3a of housing 3 and the second piston 15b is moved away from the end of the second portion 3b of housing 3. In this manner, they cause a first compression of air contained in pre-compression chambers 21a, 21b, respectively.
  • the third piston 15c and the fourth piston 15d start moving towards each other, so as to cover again inlet ports 8c, 8d and outlet ports 12c, 12d of the third combustion chamber 5c. At this point, fuel can be introduced into the third combustion chamber 5c and the third piston 15c and the fourth piston 15d, continuing their movement towards each other, compress the air-fuel mixture present in said third combustion chamber 5c. This step is shown in Fig. 1d .
  • the second piston 15b has moved away from the end of the second portion 3b of housing 3 sufficiently to uncover inlet port 8b and outlet port 12b, thereby allowing the outflow of exhaust gases into exhaust duct 13b and the substitution of said exhaust gases with pre-compressed fresh air coming from inlet duct 9b.
  • the sets of first and second magnets 25a, 25b move of reciprocating linear motion relative to the sets of stationary first coils 27a and second coils 27b, respectively, thereby generating an electric current.
  • the compressions in combustion chambers 5a, 5c located at the opposed sides of the first rod 17a determine, jointly with the production of electric power by the first magnets 25a and the first coils 27a, the braking effect on said first rod 17a
  • the compressions in combustion chambers 5b, 5c located at the opposed sides of the second rod 17b determine, jointly with the production of electric power by the second magnets 25b and the second coils 27b, the braking effect on said second rod 17b: it is the compressions in the combustion chambers located at the opposed sides of each rod that oppose the inertia of each rod, which is free.
  • electric generation units consisting of the sets of magnets 25a, 25b and the sets of coils 27a, 27b can be advantageously exploited to start the cycle of compressions and expansions in the various combustion chambers 5a - 5c.
  • coils 27a, 27b can be excited so as to bring the third and fourth pistons 15c, 15d to the position of maximum mutual distance, so as to allow filling the third combustion chamber 5c.
  • the third and fourth pistons 15c, 15d can be moved towards each other so as to compress the air-fuel mixture present in said third combustion chamber. At this point, the mixture is ignited by ignition means 7c and the start takes place.
  • the frequency of the reciprocating linear motion of rods 17a, 17b and of the pistons associated therewith can be adjusted so as to minimise fuel consumption.
  • Said steady state condition should be constant, without accelerations or decelerations and without modifications in the load of the electric generation units consisting of the sets of magnets 25a, 25b and the sets of coils 27a, 27b.
  • Assembly 1 disclosed above may use, as fuel, any liquid or gaseous fuel available in the market (including gasoline, naphtha, kerosene, liquefied petroleum gas, methane and natural gas).
  • any liquid or gaseous fuel available in the market including gasoline, naphtha, kerosene, liquefied petroleum gas, methane and natural gas.
  • the individual components can be cooled either with air (by means of natural or forced circulation), or with water or other cooling liquids.
  • the assembly advantageously comprises a reduced number of components.
  • each rod carries two supports arranged at 180° relative to each other, it is also possible to provide rods carrying each a different number of supports: e.g., four supports arranged at 90° relative to one another could be associated with each rod.
  • pistons operate according to the principle of a two-stroke engine
  • pistons operate according to the principle of a four-stroke engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Claims (9)

  1. Anordnung (1) zur Erzeugung elektrischer Energie, mit einem Gehäuse (3), an dessen ersten Ende ein erster, im wesentlichen zylindrischer Abschnitt (3a) ausgebildet ist, der eine erste Verbrennungskammer (5a) aufnimmt, und an dessen zweitem Ende ein zweiter, im wesentlichen zylindrischer Abschnitt (3b) ausgebildet ist, der eine zweite Verbrennungskammer (5b) aufnimmt, wobei ein erster Kolben (15a) innerhalb des ersten Abschnitts (3a) des Gehäuses (3) untergebracht ist und die erste Verbrennungskammer (5a) begrenzt, wobei der erste Kolben (15a) frei innerhalb des ersten Abschnitts des Gehäuses untergebracht ist und so angeordnet ist, dass er sich darin hin- und herbewegt und wobei ein zweiter Kolben (15b) innerhalb des zweiten Abschnitts (3b) des Gehäuses (3) untergebracht ist und die zweite Verbrennungskammer (5b) begrenzt, wobei der zweite Kolben (15b) frei innerhalb des zweiten Abschnitts des Gehäuses untergebracht und so angeordnet ist, dass er sich darin hin- und herbewegt, der erste Kolben (15a) mit einem ersten Ende einer ersten Stange (17a) verbunden ist, die an ihrem gegenüberliegenden Ende einen dritten Kolben (15c) trägt, und der zweite Kolben (15b) mit einem ersten Ende einer zweiten Stange (17b) verbunden ist, die an ihrem gegenüberliegenden Ende einen vierten Kolben (15d) trägt, wobei der dritte Kolben (15c) und der vierte Kolben (15d) zusammen mit den Wänden des Gehäuses eine dritte Verbrennungskammer (5c) bilden, die in einem Zwischenabschnitt (3c) des Gehäuses ausgebildet ist,
    die erste Stange (17a) einen oder mehrere daran befestigte erste Träger (23a) aufweist, die Sätze von ersten Magneten (25a) oder ersten Induktionsspulen (27a) tragen, die Sätzen von stationären ersten Induktionsspulen (27a) oder stationären ersten Magneten zugewandt sind, und die zweite Stange (17b) einen oder mehrere daran befestigte zweite Träger (23b) aufweist, die Sätze von zweiten Magneten (25b) oder zweiten Induktionsspulen (27b) tragen, die Sätzen von stationären zweiten Induktionsspulen (27b) oder stationären zweiten Magneten zugewandt sind,
    dadurch gekennzeichnet, dass die erste Verbrennungskammer (5a):
    mit Kraftstoffeinspritzungsmitteln und mit Zündmitteln (7a) zur Zündung des Kraftstoffs ausgestattet ist;
    zudem mit einer Einlassöffnung (8a) ausgestattet ist, die mit einem Einlasskanal (9a) zum Einführen von Luft in die erste Verbrennungskammer in Verbindung steht, wobei der Einlasskanal (9a) mit einem Zufuhrkanal (11a) in Verbindung steht, der mit einem Zufuhrventil (10a) ausgestattet ist; und
    ferner mit einer Auslassöffnung (12a) ausgestattet ist, die mit einer Abgasleitung (13a) für den Ausfluss von Abgasen aus der ersten Verbrennungskammer (5a) in Verbindung steht; und
    wobei die zweite Verbrennungskammer (5b):
    mit Kraftstoffeinspritzungsmitteln und mit Zündmitteln (7b) zur Zündung des Kraftstoffs ausgestattet ist;
    zudem mit einer Einlassöffnung (8b) ausgestattet ist, die mit einem Einlasskanal (9b) zum Einleiten von Luft in die zweite Verbrennungskammer in Verbindung steht, wobei der Einlasskanal (9b) mit einem Zufuhrkanal (11b) in Verbindung steht, der mit einem Zufuhrventil (10b) ausgestattet ist; und
    ferner mit einer Auslassöffnung (12b) ausgestattet ist, die mit einer Abgasleitung (13b) für das Ausströmen von Abgasen aus der zweiten Verbrennungskammer (5b) in Verbindung steht, und
    wobei die dritte Verbrennungskammer (5c):
    mit Kraftstoffeinspritzungsmitteln und mit Zündmitteln (7c) zur Zündung von Kraftstoff ausgestattet ist;
    zudem mit zwei Einlassöffnungen (8c, 8d) ausgestattet ist, die mit jeweiligen Einlasskanälen (9c, 9d) in Verbindung stehen, um Luft in die dritte Verbrennungskammer einzuleiten, wobei einer der Einlasskanäle (9c) mit dem Zufuhrkanal (11a) der ersten Verbrennungskammer (5a) über ein Zufuhrventil (10c) in Verbindung steht und der andere der Einlasskanäle (9d) mit dem Zufuhrkanal (11b) der zweiten Verbrennungskammer (5b) über ein Zufuhrventil (10d) in Verbindung steht; und
    ferner mit zwei Auslassöffnungen (12c, 12d) ausgestattet ist, die mit der Abgasleitung (13a) der ersten Verbrennungskammer bzw. mit der Abgasleitung (13b) der zweiten Verbrennungskammer für das Ausströmen von Abgasen aus der dritten Verbrennungskammer in Verbindung stehen.
  2. Anordnung (1) nach Anspruch 1, wobei die erste Stange (17a) und die zweite Stange (17b) koaxial angeordnet sind, so dass die dritte Verbrennungskammer (5c) eine im Wesentlichen zylindrische Form aufweist.
  3. Anordnung (1) nach Anspruch 1 oder 2, wobei die erste Stange (17a) und die zweite Stange (17b) die gleiche Größe und Masse haben, wobei der erste und zweite Kolben (15a, 15b) die gleiche Größe und Masse haben und wobei der dritte und vierte Kolben (15c, 15d) die gleiche Größe und Masse haben.
  4. Anordnung (1) nach Anspruch 3, wobei der erste und zweite Kolben (15a, 15b) die gleiche Größe und Masse wie der dritte und vierte Kolben (15c, 15d) haben.
  5. Anordnung (1) nach einem der Ansprüche 1 bis 4, wobei an der ersten Stange (17a) zwei unter 180° zueinander angeordnete erste Träger (23a) befestigt sind.
  6. Anordnung (1) nach einem der Ansprüche 1 bis 4, wobei an der zweiten Stange (17b) zwei unter 180° zueinander angeordnete zweite Träger (23b) befestigt sind.
  7. Anordnung (1) nach einem der Ansprüche 1 bis 4, wobei an der ersten Stange (17a) zwei um 180° zueinander angeordnete erste Träger (23a) befestigt sind, wobei an der zweiten Stange (17b) zwei um 180° zueinander angeordnete zweite Träger (23b) befestigt sind, und wobei die zweiten Träger (23b) um 90° zu den ersten Trägern (23a) versetzt sind.
  8. Anordnung (1) nach einem der Ansprüche 1 bis 4, wobei an der ersten Stange (17a) vier um 90° zueinander angeordnete erste Träger befestigt sind, und wobei an der zweiten Stange (17b) vier um 90° zueinander angeordnete zweite Träger befestigt sind.
  9. Anordnung (1) nach einem der Ansprüche 1 bis 8, wobei die erste Stange (17a) auf Längslagern (19a, 19c) montiert ist, die einen ersten Raum (21a) definieren, der sich zwischen dem ersten Kolben (15a) und einem (17a) der Lager befindet und mit dem Zufuhrkanal (11a) der ersten Verbrennungskammer und dem Einlasskanal (9a) der ersten Verbrennungskammer in Verbindung steht, und einen zweiten Raum (21c), der sich zwischen dem dritten Kolben (15a) und dem anderen (17c) der Lager befindet und mit dem Zufuhrkanal (11a) der ersten Verbrennungskammer und dem Einlasskanal (9c) der dritten Verbrennungskammer in Verbindung steht, und wobei die zweite Stange (17b) auf Längslagern (19b, 19d) montiert ist, die einen ersten Raum (21b) definieren, der sich zwischen dem zweiten Kolben (15b) und einem (17b) der Lager befindet und mit dem Zufuhrkanal (11b) der zweiten Verbrennungskammer und dem Einlasskanal (9b) der zweiten Verbrennungskammer in Verbindung steht, und einen zweiten Raum (21d), der sich zwischen dem vierten Kolben (15d) und dem anderen (17d) der Lager befindet und mit dem Zufuhrkanal (11b) und dem Einlasskanal (9d) der dritten Verbrennungskammer in Verbindung steht.
EP17734973.5A 2017-04-03 2017-06-07 Anordnung zur erzeugung elektrischer energie Active EP3622166B1 (de)

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CH00440/17A CH713706B1 (it) 2017-04-03 2017-04-03 Gruppo per la produzione di energia elettrica.
PCT/CH2017/000054 WO2018184122A1 (en) 2017-04-03 2017-06-07 Assembly for producing electric power

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US3835824A (en) * 1973-01-22 1974-09-17 Donald R Mac Free piston engine
US4480599A (en) * 1982-09-09 1984-11-06 Egidio Allais Free-piston engine with operatively independent cam
US4924956A (en) * 1986-10-24 1990-05-15 Rdg Inventions Corporation Free-piston engine without compressor
DE4344915A1 (de) * 1993-12-29 1995-07-06 Jakob Hilt Linearverbrennungsmotorgenerator
US6349683B1 (en) 2000-07-06 2002-02-26 Aerodyne Research, Inc. Miniature generator
US6532916B2 (en) 2001-03-28 2003-03-18 Jack L. Kerrebrock Opposed piston linearly oscillating power unit
DE10219549B4 (de) * 2002-04-25 2004-03-11 Deutsches Zentrum für Luft- und Raumfahrt e.V. Freikolben-Verbrennungsvorrichtung mit elektrischem Lineartrieb
US20080271711A1 (en) * 2005-11-22 2008-11-06 Peter Charles Cheeseman Four-Stroke Free Piston Engine
AT508410B1 (de) * 2009-07-13 2013-08-15 Ve Vienna Engineering Forschungs Und Entwicklungs Gmbh Schwingungskompensierter freikolbenmotor

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