JPS61265327A - Double piston type engine - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a double-piston engine, which double-piston engine also functions as a free-piston engine and is provided with rotating means for controlling the temporal relationship of the movement of the piston within the cylinder. You can leave it there.

In the double-piston engine described in German Patent Application No. P-3348238, means are provided between the pistons, the power of the combustion engine reciprocating the pistons of the hydraulic pump. The engine therefore operates as a hydraulic-combustion power plant. Similar liquid transport
Combustion engines are disclosed in U.S. Pat.
280,213 and 3,289,321. A free piston engine is known from US Pat. No. 4,385,597. It accomplishes these special purposes.

However, these engines are too heavy for application in vertical take-off aircraft, and when providing a flow of hydraulic fluid, they are unable to provide sufficient flow uniformity. In some patents by the applicant, the piston power of the combustion engine is balanced with the piston power of the hydraulic pump. But this equilibrium remains powerless for long periods of time.

Therefore, the object of the present invention is to increase the power output of the engine per unit weight. It is also an object of the invention to provide a combustion engine with simple inlet and outlet means.

A further object of the present invention is to provide a lightweight multiple piston for increasing engine speed.

A further object of the invention is to operate a plurality of multi-piston engines in chronological relation to one another and to provide means for this purpose constructed from lightweight parts. It is also an object of the invention to provide a substantially uniform flow of fluid from the engine.The invention also aims to solve the technical problems of the illustrated embodiments.

The invention will now be explained with reference to the figures. FIG. 1 is a cross-sectional view of a known engine. This engine has a cylinder 2 in which a piston 4 reciprocates, and the piston 4 periodically changes the volume of a chamber 1. When the piston 4 reciprocates, the piston shaft 777 forces oil into the chamber 111, and the fluid is discharged from the outlet valve, thus making the device a fluid-carrying combustion engine.

FIG. 2 is also a longitudinal sectional view of the engine of the patent. The engine has a central reserve piston with inlet and outlet means between the pistons. FIG. 4 is a longitudinal sectional view of the liquid conveying combustion engine of the above-mentioned known patent. The piston 4 has an interior chamber 21 in which a stationary rod 25 extends in a sealed manner.

Rod 25 has a passageway with an inlet valve 22 and an outlet valve 23. As the piston moves upward during the combustion stroke, the liquid flow enters the inner piston chamber 21 through the valve 22.

In the m tension stroke, valve 22 is closed and liquid is forced through valve 23. In this way, piston 4 causes liquid to be expelled through valve 23 during its expansion or power stroke. That is, engine power is converted into liquid force. However, since the liquid flow is not uniform, it is important in the present invention to find a way to calculate the actual phenomenon.

Figure 3.5 explains the principle of the engine with geometric and mathematical values set respectively.

In FIG. 3, the piston 4 has one shaft 7 in the axial direction, and in FIG. 5, the piston 4 has two shafts 7 in the respective axial directions. The shafts 7 extend through respective opposed cams 8. A discharge passage 6 is provided and the maximum stroke of the piston during compression or expansion occurs when the piston top surface 4, surface 5 opens the discharge passage 6.

The actual stroke of the piston during compression begins at the H1 position. The O passage 9 prevents the liquid from being compressed at the bottom of the piston 4. The radius and diameter of the piston are designated R and D, respectively. - The actual pressure during compression is shown in Figure 6. These values are shown during the following engine analysis.

Engine Analysis: The following equation applies to the compression or expansion of gas in the cylinder of an engine.

p x v' = constant...(1) Here, P is the pressure, ■ is the volume, and is the adiabatic index.

Therefore P−×vI=−×η...(2) as well as P,=P,(V,/-)...(3) That is, p, = p, v, -V, (4) This exponent χ for which the following holds true is a value between 3 and 42.

The cross-sectional area of the piston 4 is determined by the following equation.

F = R'π or F = D"π/4... (5) As an example of analysis, the maximum stroke amount is 10c layer, and the piston 4
If the cross-sectional area of the cylinder 1 is 100 cm'', the volume of the cylinder 1 is 1000 cm'.

Regarding the cylinder shown in FIG. 5, the following equation holds true if the diameter of the piston shaft is d and the diameter of the piston is D.

F=Dゝπ/4-dゝπ/4 D-a=vo"-Cto=v'7π-(6)
If H in Equation 4 is a variable, P2=P, (2π/4)・H2・H2...(7)
becomes.

Applying this to equation (3), we get ...(8) becomes.

Subtracting this, we get Pt=P,H+#Ht"・(9), where Pl, H,, are constants. The variable is the actual motion stroke H=Hz.

The compression pressure increases and becomes as shown in FIG. 6 according to the actual piston stroke. This calculation can be carried out when the distance from the cover 3 to the top surface of the piston 5 is up to l. The compression pressure will be about 500 atm at this time, and will reach 2000 atm if the air-fuel ratio is 1 during combustion, so it is effective to find the average pressure during compression or expansion. This is because this force can be determined by the product of this average pressure and stroke (H). This shows the following equation:

F = P, V,' 5 (1/v dH...(10) or...(11) Equation (11) is derived from equations (10) and (8). These equations The actual work is easily found by multiplying the average pressure by the cross-sectional area F and stroke H from 0.
Eliminating the stroke difference yields the following equation.

(12) Figure 8 shows the P-7 curve for the values applied to this analysis.

...(13) ...(14) or ...(15) The value obtained is work, not output. To obtain output from this, it is necessary to multiply work by the number of strokes per second. be. The output is kgc layer/sec and the work is? It is a unit of −.

It has been reported that a prior art Stelzya engine makes 30,000 reciprocations per minute with a 5 kg (7) piston. This requires a separate analysis.

In order to evaluate the maximum allowable stroke of a free piston engine, V = bt according to Newton's law.
[H=Vtl ・(1B)K=m b
-(1B) where V is velocity,
t is time (seconds), H is stroke (meters), b is acceleration, and m is the mass of the piston.

From this equation, the acceleration of the piston in a free piston engine is determined.

b=K/m...
(18) This equation can be converted as follows.

t = E1/b...(
20) From equations (13) and (20), t=fff1...(21) is obtained.

Substituting the value of =FXP for force K into this acceleration equation, t = 2 Hm/ (d2π/ 4) P
−(22) or t=Ishikaku50] Reversible ... Represented by (23).

The number of strokes per second is obtained by multiplying by 1/l.

EH/S=1/l...(20
Here, E indicates one stroke in one direction, and for H, H, -
If we use H,

t=ff=]i 鬂聜冨...(25) Here, B is a constant and B=8/d"π...(26).

Further calculation of constant B = ,598/d...(2
7) The number of strokes per second is E H/S = l/F';
(28) or E H/S = [B m (Hl-Hz) P-'
]-”'-(29).

Assuming that the piston is accelerated at a pressure with a compression ratio of approximately 40, Je = , 35 (for the following calculations, the scale =
, 35).

Pt = RH + ' H1 = 1 ” 100 ”
2.5-'= t454200kg/m" The constant B is 200.04 and the mass of Stelzer is 5
^ kg and compression ratio of 40, H, is 0.251■, so the number of strokes is per second; E H/S = [200,04X0.5 Xo, 0
975X 145X 200']"' = 388
E H/S'This number is the number of reciprocating movements per minute 38
It corresponds to 8X30=11588.

This calculation is performed for the compression stroke.

In combustion, when the air-fuel ratio = 1, the expansion pressure is 4 times greater. Therefore, when introducing 145.82 bar = 58, 88 bar, E H/S = [200, Q4X0.5 Xo, 09
75X-+ -0,5 5818800] =772 EH/5=231811 DH/win.

Subtracting the compression pressure from this gives the impression that the Stelzer engine reciprocates 30,000 times per minute. In order to calculate the stroke number from the compression calculation for an air-fuel ratio of 1, the calculation result for the shape of the compression stroke must be multiplied by Fl:]]=t,73. The number of reciprocating movements is 11588 XL, 73 = 20047 DH/m
It becomes in.

The above calculations assume that the maximum pressure is acting simultaneously throughout the expansion and compression strokes. However, it is normal for the piston to descend as it moves from the combustion point (inner dead center 2.5 mm) to the outer dead center. Therefore, it is assumed next that an average pressure acting on the stroke is introduced. Excluding the compression stroke, the average pressure is P in the expansion stroke.
+1e=(PI3 +P4)/2=(582+4
)/2=293 bar. Therefore, applying equation (29), E H/s = [200,04・0.5・0.0
975-293000-'1''0.5 = 18444 D H/win gives the round trip per minute. F Liu = o, see
1134440)
Multiplying this value by 1/min gives 142400) 1/mei
The number of reciprocating strokes per minute is n.

Therefore, it turns out that the maximum number of strokes can be reduced considerably by this calculation as well. However, the above-mentioned idea is simple and still not correct.
When applying the v-diagram, the pressure curves during compression and expansion are not straight lines but curves. Therefore, in the following, accuracy is assumed by using the average pressure of the compression and expansion strokes introduced from equation (11).

Introducing this value, we get 2.2387] = 7.73 kg/cm" = 7.73 bar At. Also, the number of reciprocating strokes per minute and the number of strokes per second are E H/S = [200,04・0.5 ・772
89 car 0゛5 = 89E H/S = 2870D
The maximum number of strokes per unit time, H/m1nX,73 = 48180 H/win, is also significantly reduced. In other words, it is reduced to about one-fifth of the first calculation. However, this calculation is not accurate since equation (2) is valid only if the acceleration is constant throughout the stroke; in reality, in a free-piston engine, the acceleration varies with each position of the piston.
The purpose of the present invention is to discover an equation regarding the actual acceleration of a piston in a free piston engine, taking into account that the acceleration of the piston changes constantly during its stroke, but this equation has not yet been elucidated.
To increase accuracy, use the average pressure for the stroke differential and insert this value into equation (11). This is not trivial and can be done by using appropriate tables. This table is shown in Figure 9.10, and Figure 9 is used to calculate each value. From this table, the maximum number of strokes is still smaller than the last number of strokes mentioned above. Looking again at equation (29) to further improve the friction, =O5 E H/S = [B m (Hl-H2) P]
"" (29) or EH/5 = 115; 71 koku positive.

Breaking this down further, we get: or, Equation 30 reveals that the number of strokes is slightly increased from the partial line.

From these points the following principles are established.

(1) The number of strokes increases with the root of the decrease in mass.

(2) The number of strokes decreases with increasing mass.

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

(4) The number of strokes decreases with the root of the decrease in average pressure.

(5) The number of strokes increases with decreasing root of stroke length.

(6) The number of strokes decreases with increasing stroke length.

An example calculation of these principles is provided in West German patent application P 3341718.
It is also listed in the number. The above-mentioned West German patent application P 3341
No. 718 details that the Steltour engine can be significantly improved by the principles described above. No. 9, 1
Stepwise calculation for each stroke position, as was done in the 0th stroke, would be unnecessary if the actual average pressure concavity could be calculated. This is however still not possible and a graphical representation is considered suitable. Before considering the graphical representation, the calculation results according to the invention should be recalled.

Although these do not lead to a mathematical solution, they are effective for the calculation process shown below.

The average pressure y was calculated from the volume in compression and expansion: P V' = k o v st a n t P,
V+"=p, v-P2=R(V+/Vz)'P=p,v,'5 (1/V-) d V" [R
Vf ”/ (Vz V+) ] ') v, 71!
d V average pressure P is calculated from the stroke during compression and expansion: H, to the average pressure P6 in the differential quantity ΔH of H during compression and expansion: PΔ = Pt Hl Hl−−P1H+ ” (A
H) = PIH [Ht” (ΔH) ].

The average value i of the compression ratio ε is Pl = Pl (H+ / H2) (H+ / H
t) = ej.

The difference in pressure Pi with respect to the stroke is Pz=　Pt　(H+　/　Hz　) It is.

The average integral amount of the differential amount of pressure P2 with respect to the stroke is P, = P, H,’ H,,”’ -8-Nakel = P, H; Lower 1 □ = P = P, H Hz.

Calculation of time t when the average working pressure is known is K = m b; b = K/m = (d”π74
)tP]/m, but note that unfortunately this average working pressure is unknown.

When calculation from the pressure P& is possible (unfortunately unknown), the calculation of t is as follows.

K = m b , b = K/m = a”*/41
1E/mwit p, = b = (d”7r/4)P
, H, Hz / m5it p, = (d”7r/4
) P, H, H2 = 6π775 "In the furnace (37
) sit R= 8m/d"wP, HF R= C
on5tantt=R(HXH2'% m1tH=
H, -H1= (funct10n of a fun
ct10n) Integrat10n b75ubst
itut10n; Z= (HX HF) Memo: Average integrated pressure l is PL minus AP. If PL is constant over the entire stroke, time tY = constant.
Y= (8m/d”π).

If P is constant over the entire stroke, then the time t is.

If PΔ is constant throughout the stroke time t is It is.

Because the action mean pressure concavity has not yet been discovered.

An example of Stelzer calculated with a compression ratio ε=40 will be cited. This is obtained by converting column 34 in Figure 1O to a country.

Σt (C:OLUMN38)-0,0558@(Σt
f■3.1138t2=2ΔH+s/to-2ΔHa/P
F1]=26Hm/F(X t "l'-2X0.09
75m 110.5/100.03.113fl-'=
0.313138 This value of 0.313138 pearl (Kg/c7) is a big surprise. At the beginning of the stroke, the pressure P2 or P4 is extremely high; in the previous calculation the average pressure during compression was atmospheric pressure, but the working average pressure is a fraction of atmospheric pressure. This means that the high pressure is acting for a very short time during the stroke.

This result is surprising, so we will consider it further and find that the calculation formula for 1 hour (1) is: Old=2(ΔH) m/F t” (
45).

The working mean pressure appears to be found by aggregating the time values. If this is valid, the average pressure thus found may be used if it is shown in the graph.9 The action average pressure diagram can be obtained from the graph,
It could be used to calculate with the above equation. For this purpose, equation (45) establishes the summation of the parts at time t. From now on; B = 2 (H+-HJ m / F (Σt)”
(4B) is obtained.

The results are shown in FIG. 39 and calculated in the table of FIG. 33. (Note: Applying pressure P to equation (29),
In this calculation, 6580H/si for all engines.
Let it be n. This is different from the above-mentioned idea, and the calculations I have given above regarding the resulting results are not accurate and must be done with care.

EH/S = [B■CHI-Hz)Figure] = 1
2.87EH/S″J= 380DH/win) In 1878, the inventor of this application determined that the exhaust volume was 811cc
Manufactured 00OOR, P, and M-120HP aircraft engines. The weight of connecting rod and piston per cylinder was approximately 500gr. This mass was approximately 0.5. The compression ratio was ε=9. Using this value in the equation of a free piston engine, the piston radius is 6.1c ■ The stroke of the piston is 8.3cm The acting area of the piston is 8.1 π = 118.89cm
"B = 8/1113.89 = 0.088m = 0.
Since 05.0H=8.3, e=9 and according to FIG. 38, QP = 0.3210kg/cm''X 3 = 0.
983=2011D H/intestine is determined.

This comparison shows that using the free piston engine equation, the aircraft engine was running at 2011 RPM, but in reality it was running at 1100 OORP.

This fact shows that the equations for free piston engines cannot be used for engines with a crankshaft. In the case described above, the crankshaft of the aircraft engine had a weight of approximately 9.5 kg. Since the engine has four pistons and weighs 6 kg, there is a mass of 0.15 per piston crankshaft counterweight. Although this mass is not what performs the stroke.

Pi/2 of stroke as rotational moment = ,57
Double the effect. The kinetic energy of the crankshaft counterweight was therefore 1°5f=2°47 times the kinetic energy of the reciprocating piston of the free-piston engine. The mass of the connecting rod and piston is 0.0
5, so the kinetic energy is (0,1510,05)
/ 2 = 7.4/2 times greater than the kinetic energy required to accelerate the piston and connecting rod.

A normal engine has a counterweight that moves 57 times longer than the stroke of a free-piston engine, and a crankshaft engine therefore has kinetic energy at a given speed, and this energy is transferred to the desired This acceleration force is the one that causes the piston and connecting rod to make a reciprocating stroke. While engines with a crankshaft can run at any desired speed, free-piston engines cannot utilize this inherent kinetic energy, instead accelerating the piston through the pressure in the cylinder on each stroke. Thus, while a free piston engine has a limited number of strokes, a crankshaft engine can be rotated at any desired number of revolutions until it breaks or the fluid flow becomes insufficient.

Since compression in a free piston engine is required as much as one quarter of the force of the expansion stroke, and since the expansion stroke performs the compression stroke, the free piston requires at least one quarter of the energy of the fuel to perform the compression stroke. loss. This is an important consideration and will therefore be considered further. For this purpose, column 37 of FIG. 10 shows the kinetic energy of the piston of a free piston engine, and column 42 shows the horsepower of the engine.

Using equation (13), which is a pure thermodynamic equation, to examine column 37 of FIG. 10, = 753 Hkgcgg = 75.35 kgm.

is obtained.

Comparing this with column 42 in Figure 10, it is 54.35 kg.
m is required.

It can be seen that although the results are not equal, they are not so different, and the actual results in FIG. 10 are not so erroneous for the first calculation example.

FIG. 12 shows the piston and connecting rod of the aforementioned aircraft engine, which corresponds to a 750 cc Honda motorcycle engine. FIG. 13 shows an engine with a crankshaft and a calculation formula for the engine. This calculation formula is partially simplified.

On this basis, the above-mentioned Federal Republic of Germany No. 334
Detailed calculations of a corresponding engine are carried out in Publication No. 1718.

In this case, velocity, acceleration and force are shown.

This force is the force required to accelerate the piston and connecting rod as they reciprocate. value is 1
000,10000.2000 ORPM. It can be seen that in IOQOORPM the gas does not have enough force to accelerate the piston and connecting rod. The required force is extracted from a portion of the kinetic energy of the rotating crankshaft. The kinetic energy for the acceleration of the piston and connecting rod is extracted from the crankshaft in one half revolution and applied to the crankshaft in the next half revolution, thus the crankshaft retains the kinetic energy for the entire time.

Fuel energy is supplied by opening and closing the throttle to increase or decrease the rotational speed of the crankshaft.

Using the above-mentioned law, it is estimated that a free piston engine can be improved to increase the number of strokes per revolution. FIG. 14 shows a full-scale longitudinal section of a free piston engine according to the invention. The improvement over the Steltour engine mentioned above is the steel piston, which is 5k
We were able to reduce the mass by approximately 100g. However, a reduction in the mass of the piston can significantly increase the number of strokes according to Wood's law. The detailed calculation of the number of strokes is not shown here, but the reason is that
This is because it is described in Publication No. 1718. 1st
FIG. 4 shows a turbocharger, which feeds a precompressed air-fuel mixture into the cylinder 1 from an inlet 9 via a control recess. The head cover 3 is provided at W2 of the cylinder. Sloped surfaces 14.13 are provided on the cover 3 to straighten the flow of gas or air.

Gas leaves the chamber 1 and is released through the outlet or exhaust hole 6, with the piston in the position shown. A piston shaft or control shaft 7 extends axially outward from the piston 4.
extends, which has a control recess 8 which opens and closes the inlet 9 of the cylinder l with the up and down movement of the piston.

The shaft 7 is provided with a piston ring groove 154, and this groove 154
A ring 153 may be provided at the end.

In FIG. 15, the engine portion shown in FIG. 14, which may be used in a crankshaft engine, is shown on a one-third scale. The weight of the piston is approximately 3.8 kg, and the engine shown in FIG. 15 can be a free piston engine with twice the number of strokes as compared to the Stelzer engine described above. The details of the calculation are described in the above-mentioned German publication. The lower part of FIG. 15 shows the opposed cylinder, cover and piston, which function in the same way as the upper part. The pistons 4, 84 are connected to each other by a central piston connecting part 60. When one of the cylinders (1 or 81) is on the expansion stroke, the other cylinder (81 or 1) is on the compression stroke.
The ignition means and fuel injection means are shown because they are well known.

The engine in FIG. 15 is a cycle engine because the engine is producing power during every stroke.

When the cylinder is scavenged and filled with fresh air, the piston begins to move, closes the exhaust hole 6.88, and the compression stroke begins.
When the piston approaches cover 3.83, ignition takes place;
The piston then moves in the opposite direction to begin the power stroke, and at the end of the power stroke, the exhaust hole opens. As a feature in this figure, an exhaust gas collection chamber 1B is provided near the center of the cylinder, and an exhaust hole 6.8B opens into the exhaust gas collection chamber housing. Figure 18 shows the cross-sectional line layer -■ in Figure 15, and is simply an exhaust collection chamber! 6, the device has an exhaust chamber 18
It additionally has a further cooling fluid supply chamber 13 , which supply chamber 18 has an inlet 18 . These force cooling fluid into the space between the pistons 4.64 around the central coupling part 80, cooling the parts in contact with the cooling fluid. Through the central part there is provided a passage for conducting the cooling fluid through the hollow piston shaft 7.67, which passage is not shown in FIG. 15. If necessary, a passage 20 can also be provided in the cylinder wall and connected to the outside air. FIG. 18 shows a method of increasing the number of strokes per unit time according to the present invention. Section 14.1
The upper and lower parts in FIG. 5 are assembled into a central housing 57. A crankshaft 54 is rotatably supported within the housing 57 by a bearing 5B, and has a counterweight 52. The connecting rod 55 is supported by the crankshaft at 54 and connected to the piston at 58. The cooling rib 53 may be used to apply piston force, or a free piston engine may be provided with a crankshaft, and this crankshaft may be provided with a rotating mass to retain kinetic energy and accelerate the piston during reciprocating motion. The number of strokes per unit time of the engine of the present invention shown in FIG. 17 can be set as desired up to failure. Free piston - stroke limitation of a multi-piston engine can be overcome with this 0 part 55
18 shows the speed, acceleration, and force (K) for reciprocation of the piston and connecting rod with respect to the rotation angle α of the crankshaft. FIG. 18 shows a power diagram at different strokes and compression ratios. FIG. 20 is a longitudinal cross-sectional view through housing 80, illustrating a plurality of multi-piston engines as a whole. The housing 80 supports the crankshaft at 5B,
An eccentric bearing portion 54 is provided to support the connecting rods 46-48. The outer end of the connecting rod is connected to a multiple piston. This engine has three cylinders 31, each spaced 60" apart. The number of multiple piston cylinders 31 is arbitrary. The cylinder 32 has two cylinder chambers 3, 41, which are separated from each other by a central insert 40.
The pistons, through which the piston shafts 7 extend, each support a piston 34, 44 at its axial end. Instead of using this double cylinder and piston, the arrangement shown in drawings 14.15.3, 32, etc. may be adopted, for example, in which the central insert 40 has a piston shaft 7 with an inflow control recess 45. internal control room 50 when
This control recess temporarily connects the inlet hole 104 to one of the working chambers 31 or 41.

Air or air-fuel mixture enters the inlet hole 1 at atmospheric pressure or supercharging pressure.
04 into the respective working chamber 31 or 41 via the control recess and the internal chamber 50. As an alternative, it is also possible to provide the insert 40 with inlet valves 101, 102. This valve is connected by a tension spring 103 and is closed during the output stroke. The inlet flow of air or air-fuel mixture enters the working chamber 31 or 41 from the hole 104 through the inlet valve 101 or 102. The exhaust hole 38 or 3B is opened when the piston 34 or 44 approaches the outer dead center, respectively. The cylinder may be provided in a seat within the housing, and the exhaust hole 3B forces the exhaust into the exhaust collection chamber 32. This engine is small, lightweight, and high powered. Since the multi-piston is a single-stroke engine, there is no need to provide the cylinder and piston at the bottom of the housing, since the multi-piston provides both pushing and pulling forces to the crankshaft. It is convenient to provide a cooling fan along axis 5B, since such a single fan cools both the housing and the six cylinders. The fan can simply be driven by the crankshaft 86 via a chain, belt, gears, etc. In the 1950s, a two-stroke engine with three cylinders was called 3=6 in Europe. This engine shown in Fig. 20 can also be said to have 3=12.

The reason is that 12 power strokes are possible with 3 cylinders. In this engine, the cylinder can be installed in the air stream, that is, the air stream received by aircraft, vehicles, etc., but the housing can be left in the main body. It was calculated using the engine shown in . Figure 1O starts with compression ratio 1, while Figure 21 starts with compression ratio = 100 to obtain better power on the output stroke. The maximum number of strokes per minute is 1205 in FIG.
In figure 0, it is 929. In this way, FIG. 21 is more accurate than FIG. 1O. Figure 22 shows a Steltour engine with 30QQQ strokes per minute. This engine is actually a small-sized engine and has a low power; it has a piston with a precompression chamber 28,28 near the inlet. Inlet/outlet valves 28,27 are shown operating the outer cylinder with inlet 6. FIG. 23 together with the cross-sectional view of FIG. 24 shows that the engine of FIG. 22 is not the best for supplying compressed air. The above-mentioned German publication t; The detailed calculations described are based on the pressure Wi for compressed air supply.
It indicates that the piston should have a larger diameter than the engine piston 4. FIG. 23 therefore shows that the compressed air supply device has a compression piston 33 with a diameter larger than the diameter of the engine piston 4. FIG. The turbo B8 may be installed after the exhaust to supply compressed air into the engine inlet or into the compression chamber.In order to increase the number of strokes per unit time, the engine piston and the compression piston may be removed from the engine cover. The crankshaft 5 is preferably provided with a shaft 3B or 37 projecting in the direction, and the shaft 38 is connected to the connecting rod of the crankshaft 63 at 43, so that the crankshaft 63 has a rotational mass 52.
B may be supported in a bearing 35 in the crankhousing 42. By providing a rotating mass on the crankshaft, the number of strokes of this engine is increased several times compared to a free piston engine without a crankshaft. Details on this point are described in the above-mentioned German publication. 25th
The figure is a longitudinal sectional view of a liquid-carrying combustion engine according to the invention. 26, which is a cross-sectional view of FIG. 25, the cylinder has an inlet valve 2B shown in FIG. 32. The central piston shaft 7 is equipped with a stroke cam part 78,77, with its guide surface 79 driving the piston of the Hydraulitz pump via a rocker arm 71 with a piston shoe 70, the other arm driving a roller 72 on a bar 73. It is supported by a cam via. The pump piston 24 is pushed into the cylinder 21 and returned separately to the outer position with the opposite stroke of the engine piston and piston shaft. In the corner of these figures, a slot 81 is provided through the cylinder wall or housing, making it possible to provide the central piston shaft 7 with piston shaft arms 80, which extend radially outwardly through the slot 81. There is. This provides a bearing rod at the axial end of the arm 80, pivotally supporting a connecting rod 46,48 for connecting the piston to the crankshaft. Housing part 57 is held together with cylinder 2. Connecting the piston to the crankshaft increases the number of strokes per unit time and therefore increases the power output of the engine compared to a free piston engine.

Figures 27 and 28 show an embodiment of the engine shaft of the present invention. Crankshaft 56 rotates within the crankhousing. The crankshaft 58 supports the connecting rod 4B at 63. According to the arrangement of the invention, the crankshaft is subjected to a fluid pressure pocket from which a passage 57 extends through the crankshaft section and the fluid pressure Place the pocket on the eccentric part 83 of the crankshaft.
is connected to. With this configuration, it is possible to introduce pressure fluid from the outside through the housing to the crankshaft and to support the crankshaft and the connecting rod in the pressure field within the pressure pocket. Another part of the figure shows the provision of small cylinders as opposed cylinders to the piston cylinder. The sum of the cross-sectional areas of the four opposed cylinders with piston 44 is piston 4.
In the figure, two opposing cylinders are provided.

Instead of two, three or four etc. opposing cylinders may be used, but the sum of the cross-sectional areas of these cylinders should be equal to this area of the piston 4. It shows how it is provided for the configuration.

As a further novelty of the present invention, Figures 27 and 28 show the complementary shapes of the top surface of the dead space prevention valve 84 and associated piston. The piston 4 has a recess 88 on its upper surface, the shape of which complements the outer diameter of the cylindrical rod-shaped valve 84. The valve 84 is rotatably or pivotally mounted and opens and closes the working chamber l by means of a passage 85 through the valve 84. The radius of recess 88 corresponds to the radius of the outer surface of valve 84. FIG. 29 shows the principle of the engine of FIG. 28 with slot 8, arm 8o and connecting rod 4B. FIG. 28 is a longitudinal sectional view of a crankshaft housing having a crankshaft 56 with rotating mass. This engine has a valve according to the invention, namely the inlet valve 2B, which has a complementary shape to the shape of the piston to reduce or eliminate wasted space. Valve 2B is an inlet valve and also a pole held by a spring 88. In order to prevent wasted or dead space, the piston head is provided with a recess in the form of a hollow pole, the radius of which corresponds to the radius of the pole of valve 2B. The groove 81 may extend 3'Z into the piston head and temporarily accommodate the spring 89. The piston can be moved close to the cover of the cylinder, similar to that of FIG. 28, and almost hits the bottom of the cover 3, thus making the dead space as small as possible. Eliminating such dead space is desirable for operating engines with high compression ratios, high output, and high efficiency. FIG. 30 is a cross-sectional view through the mid-plane of the upper part of FIG. 29. Both figures show a recess through the piston shaft 7, which can be assembled to the piston shaft 7 by passing an arm 80 through it. It clearly states that.

FIG. 30 further shows that a cooling fluid inlet hole 18.20 is provided in the central part of the wall of the cylinder to introduce the cooling fluid into the space between the pistons 4.44 and around the shaft 7, so that the pressure of the cooling fluid is sufficiently high; This illustrates the important principle of preventing exhaust gases from flowing back from the exhaust pipe to the turbocharger through the outlet to the piston 4.44 and the vehicle 7. FIG. 31 shows a modification of FIG. 14 of the present invention. As shown in FIG. 14, a piston ring 11 that pushes inward is provided within the piston shaft 7. The piston ring 11 has an inner surface 37,
When the shaft 7 meets the inner surface 87, it is attached in a sealing manner to the outer surface of the shaft 9. A feature of this configuration is that the piston ring, which functions simply as a sealing ring rather than a general-purpose piston ring, seals over the entire stroke of the piston shaft 7, but does not seal once the control recess 15 reaches the sealing ring 11. There it is. Seal ring 11
In order to make the mounting of the seal ring as easy as possible and the machining of the seal ring with the seat as easy as possible, it is also possible to divide the cover 3 into two in the axial direction.
0 and then combine the two parts with each other. A second sealing ring 11 is provided on a second sealing ring bed 10 provided in the axially outer part of the cover 3 so that the gas or fluid leaks outward from the inlet hole and the ring-shaped groove 9 on the shaft 7. The outer portion of the container may be sealed.

FIG. 32 shows an arrangement in which, instead of providing a piston shaft 7 with a control recess 15, the piston shaft 7 is eliminated and a single concentric inlet valve 26 is provided, which is lightly held by retaining springs 98,98. It shows. The tapered seat of the valve 26 and the concentric arrangement of the single inlet valve allow for the largest possible cross-sectional area for the inflow of air into the working chamber with the provision of a single, inexpensive valve. . The valve 2B opens at a pressure below the inflow pressure in the chamber, or during the suction stroke of the piston below the load pressure of the inlet hole 9, so that when compression is performed indoors, the pressure in the chambers 1 and BL is high. Then it closes. The valve in Figure 32 opens and closes automatically depending on the pressure in the room. Instead of such automatic opening/closing, a valve opening/closing force may be applied to the axially outer end of the shaft 100 of the inlet valve 2B. Figures 33 to 36 are the second
A central insert similar to that in Figure 0 is shown on an enlarged scale.

The central insert 40, 140 is preferably split along line 150 in FIG. 3B, allowing the piston 1, 61 to be inserted into the cylinder 2, 62 without removing it from the cylinder 2, e2. FIG. 33 is a cross-sectional view of the center insert divided into two along line 150 of FIG. 36. 34 is a sectional view taken along the horizontal center plane of FIG. 36, and FIGS. 35 and 36 are sectional views taken along the sectional line of FIG. 33 or 34. 34 and 35 show another variant of the valve inserted into the central insert 40.140, and FIG. 33 is a longitudinal sectional view of the insert 40 without a valve. FIG. 34 shows an enlarged view of the valves 101 and 102 together with other parts shown in FIG. These have already been explained in detail in the explanation of FIG. Third
FIG. 4 shows a modification of the spring shown in FIG. 20. valve 101
, 103 has a valve stem with an end retainer 105. Spring 10? are gathered around the shaft portions of the valves 101 and 102. The spring retaining housing 10B surrounds the spring and includes an outer portion 108 in which the assembly retaining the outer end of the spring 107 may be carried out with an axially enlarged passageway or inlet, FIG. The difference is that the inlet valve 112 is arranged radially. In order to facilitate assembly, a tapered valve seat 113 contacts the valve seat in the valve housing 130, allowing the tapered seat 113 to be opened and closed. The spring 117 is supported at one end by the spring housing 13G and at the other end by the retainer portion 1
It is supported by 15. A retainer portion 115 is provided on the valve shaft 112. a zero ignition space 108 having an interior space of the central insert 40 is provided in the insert 4θ;
Although it has been disclosed that the spark plug may be mounted in the threaded hole 110 of the cylinder wall 2.62, the weight of the reciprocating parts in the analysis of the engine is made as small as possible;
Figures 37 and 38 show lightweight connecting rods that can be used in general-purpose engines. It is formed from FRP, for example carbon fiber reinforced plastic.

It has two cylindrical parts 118, 11!3. The intervening portions 120, 122 are also formed from carbon am reinforced plastic. The retaining layer is also made of FRP and has 12
As shown in 3, surround the entire outside. When carbon fibers are impregnated with epoxide resin and hardened, steel sheets do not require machining and can be manufactured easily. FIG. 39 is a calculation table for pressure value diagrams, showing values obtained from the curves. FIG. 40 is a pressure diagram and a table for calculating pressure mills. The purpose of this table and the calculations is described in the above-mentioned German Offenlegungsschrift No. 3,32,718. Fourth,
FIG. 42 is a diagram showing calculation results obtained by analyzing the engine. Figure 43 is a comparison diagram of Hi and Shi. Fourth
Figure 4 is a diagram showing the factors that increase engine output when the intake air pressure is changed.

Figures 45-50 show an example of an improved free piston engine according to the present invention. Figure 83 shows a further improvement, which is also shown in the discussion of Figures 45-52. Free piston engines serving as combustion engines for liquid conveyance are disclosed, for example, in U.S. Pat.
It is well known from specification No. 21. This engine is also described in West German Patent Nos. 1,45, [2 and 3,029,287. The engine of this publication has one central piston in a central chamber between two pistons. The central piston and chamber perform intake and precompression of fresh air.

This fresh air scavenges and fills the working cylinders at the axial location of the engine. Since the center piston is heavy, it is not possible to increase the number of reciprocating movements, and it is necessary to prevent the center piston from being heavy. Therefore, the piston described in this publication tends to move toward the cylinder head when the stroke cycle is high. This also limits the number of strokes per unit time and therefore reduces the power of the engine. It is therefore an object of the present invention to eliminate the conventional disadvantages of free piston engines and to increase the number of strokes per unit time. A further object is to improve the reliable operation of liquid-carrying combustion engines. Figures 45 and 46 show the cylinder housing l, which has the same diameter over its entire length. A control body 15 is provided in the central part of the cylinder 1,
Control body! 5 surrounds the piston shaft 3.

A piston shaft 3 connects the first piston 2 to the second piston 3. The piston 2.4 and the central control body 15 engage on the inner surface of the cylinder 1, where the central body 15 is set, and the piston 2.4 reciprocates with the piston shaft 3 within the cylinder housing 1. In this way a cylinder 15.2 is formed towards the ends of the central part 15.

The cylinder 23 is formed between the control body 15 and the first piston 2, and the cylinder 27 is formed between the control body 15 and the second piston. These cylinders 27.28 have pistons 2.3.
4 increases and decreases the volume when reciprocating within the cylinder housing 1. 0 passage 29 in which, towards the end of the linear inner surface of the cylinder wall 1, a wide passage or ring-shaped groove 23 is provided between the sealing surface of the cylinder wall l and the end cover 8 of the cylinder wall 1. extends from the recess 29 by a passage 11 to form an exhaust passage 11. The piston shaft 3 has a first control recess 5 and a second control recess 6. The central control body 15 has a bore through which the shaft 3 extends, which bore has a radially outwardly extending recess 18.
The control body 15 is surrounded by the control body 15. The cylinder wall 1 is
It has a radial recess 18 which is connected to the inlet channel 25.
A one-way inflow valve lθ is provided here. Valve 1
s opens in the direction of the central recess 18 and closes in the opposite direction with the seat of the inflow housing 2B. The spring 2o holds the valve 18 in the closed position, but the pressure within the inlet housing 2o causes it to open. The stop 22 , 24 , 21 is provided in such a way that the valve head of the valve 18 does not rest against the central piston shaft 3 . The cylinder 1 and the central control body 15 are also provided with ignition means or fuel injection means 1B, 17. These means extend to the respective cylinder 27, 28.According to the invention, it is recommended to provide a turbocharger and to connect the exhaust gas inlet hole to the exhaust channel 11. The compression stage of the turbocharger is driven by the exhaust gas in the passage 11,
Fresh air is taken in through the inlet 13, compressed and the compressed air is passed through the turbocharger outlet 14 to the inlet passage 2.
5 and open the one-way valve 18.

The engine shown in this figure operates as follows: when the pistons 2, 3.4 are in this position, as shown in FIG. 45, compressed air or air-fuel mixture is in the cylinder 29. When fuel is injected through the injector 18, the cylinder 29 is filled only with air. In both cases, when the mixture is compressed in the cylinder 28, the air and fuel in the cylinder 23 are ignited and the gases burn and expand. This causes the piston 2.3.4 to act to the left. This causes the piston 4 to close the recess 29 on the right side and begin to compress the mixture or air in the cylinder 27. At the end of the leftward expansion stroke, the left piston 2 opens the recess 29 and communicates the cylinder 29. The expanded gas generated in the left stroke of the output flows into the exhaust passage ll on the left side of Fig. 45,
The turbine stage of the turbocharger 12 is reached and drives the compression stage to provide precompressed air or air/fuel mixture. When the pistons 2, 3.4 are in the position shown in FIG. 45, the central opening 18 is the first shaft concave drinking hole. It communicates with cylinder 57 via. The cylinder 27 is cleaned by the combustion gases and scavenged and filled with fresh air. This fresh air is compressed by the piston 2, 3.4 in the direction of the leftmost position. A ring-shaped recess 6 is provided which communicates the chamber 18 with the left cylinder 29, while preventing communication between the recess 18 and the cylinder 27 when the shaft 3 is in the central hole section 15. Recess A18 receiving precompressed air or mixture from inlet 25 via open valve 18
The system forces fresh air into the cylinder 29 through the second control passage 6 to scavenge exhaust gas and fill the cylinder. The highly compressed air-fuel mixture in the cylinder 27 is then ignited in the same manner as in the ignition of the cylinder 29, and the gases burning and expanding in the cylinder 27 drive the piston 2.3.4 to the right to its final position on the right. . Then cylinder 29
The recess 5.6 reciprocates within the central control body 15 through the central chamber 28 during the axial movement of the piston shaft 3, which operates as described above to move the pistons 2, 3.4 to the left. This means that a higher pressure remains in the cylinder than in the inlet passage 25 and that the recesses 5, 6 connect the passage 25 to the cylinder 27, 28 via the recess [8] causing fluid to flow back out of the cylinder. Connect. Such a backflow can occur during each unidirectional stroke of the shaft 3 between the piston parts 2.4. Since this backflow prevents the engine from operating effectively, the present invention prevents this backflow from occurring.

That is, the one-way valve 18 is inserted into the inlet passage 25, and the inlet passage 25 in the housing 28 and the central chamber 18 in the central control body 15 are connected to each other.
This one-way valve is provided between 0 and 1 as shown in the figure.
8 is conveniently provided in the inlet housing 26, but it may also be provided in the central control body 15.For assembling the engine, at least one piston 2.4 is splittable and mounted on the shaft 3; The central control body 15 may be divided into two halves and connected in a gas-tight manner to each other, which are then assembled at the axis 3 and moved radially into contact with the inner surface of the cylinder wall 1, which inner surface is in contact with the two halves. 15 are held together. When the inlet housing 2B is inserted as shown in the part of the central control body 15, the central control body 15 is fixed in its axial position. A large mouth valve 9 can be provided in the seat 1B, which communicates with the passage 11 and sucks air when there is no pressurized gas in this passage 11.

By replacing the aforementioned precompression central piston section with a straight shaft 3, central control body 15 and one-way valve 18, the mass of the reciprocating piston can be dramatically reduced and the reciprocating period of the engine can be increased and driven. You can also. At the same time, the engine can be made very simple, inexpensive and easy to manufacture. The straight section that passes through the pipe can be used as an engine cylinder.

This cylinder ° includes a cylinder chamber 27.23 and a central component 15.18.18. The shaft 3, including the piston part 2.4, can be easily precisely machined. Due to this importance, it is possible to provide an engine whose weight is considerably reduced. Piston set? , 3.4, it goes without saying that shaft 7 can be equipped with one or two bonds.

The cross-sectional views of FIGS. 46 and 47 illustrate an improvement over a conventional liquid-carrying combustion engine. These figures are in the fourth
Similar to Figure 6, but the shaft 3 is longer and the solid device 15 is 2
A cam drive 40.43 is provided in the central part of the shaft 3.

The cam plates 40, 43 are provided with radially outer surfaces 4, 44. FIG. 47 shows that each cam consists of a pair of cams that are diametrically opposed to each other. Instead of providing cams as in FIG. 47, three or four cam pairs could also be provided. The cylinder housing around the cylinders 27,28 is connected to a central engine piston 42, which housing 42 supports the cylinders 38, 138 of the hydraulic pump. The cylinder may be provided with an axis perpendicular to the longitudinal axis passing through the piston 2.3.4, the piston 38, 139 being reciprocatable within the cylinder 38, 138 of the above-mentioned pump; A shoe 37 may be provided and supported on the supporting plane of the partially flat body 3B, plane 3B being the end of the arm 32, at which end 6 the bin 31 mounted on the wall of the cylinder 27.29 It can be pivotally supported. These may extend through a cutout 33 in the central nozzle 42, the arm 32 may include a slide with a roller or rollers 34 that can be supported on an axle or pin 35, a pump cylinder 38. 238, 138
, 338 presses the piston in one direction of the piston shoe, causing the piston shoe to engage with the plane of the partial planar body 3B (see FIG. 47), and the inner end of the arm 32 is pushed toward the cam, and the cam surface 4, pressed in 44 directions. When the piston 2.3.4 moves to the left in FIG. This is because the shape of the surface 41 allows this movement, and the distance between the cam surface 41 and the axis of the shaft 3 becomes shorter. However, at the same time, the cam surface 44 of the cam 43
9 away from the piston shaft 2.3.4 and into the pump cylinder 338, 238.

FIG. 48 is a side view of a portion of FIG. 48, with the cylinder on the left showing its outside, the cooling rib, and its holding bin 31.
The bin 31 pivotally supports a pivot arm 32. FIG. 48 shows an example of an improvement to improve the efficiency of a conventionally known engine by properly shaping the cam surface 44.

Previously known liquid-carrying combustion engines do not achieve a possible efficiency of 100%, since they attempt to equalize the engine power and the pump power. However, it has not yet been discovered to make these equal.The present invention provides that it is possible to make these equal. In this case, the S of the cam and cam surfaces 43 and 44
, H2O.

In engines with little dead space, the cam surface 44 is substantially the fifth
This corresponds to the equation in Figure 0.

Figure 50 suggests the following important equation: S =
K −K −(P, / P,) Hi' (A
−01) and f) = K+ ・, p, H−(xH,'−'−”
) (A-02) These equations show that the cam and the cam surface 43, 44 or other cam surface are connected to the engine piston 2.3, 4 and the piston 38° 138, 238, etc. that pumps the hydraulic or pneumatic fluid. It is possible to maintain the balance of forces between the two. This equation is given the following values:
θ = partial angle of the cam surface with respect to the axis of shaft 3, older brother = polytrope or adiabatic index (air or gas) K, = design constant.

KL = constant from design relationship, p, = suction or atmospheric pressure, P = pressure in combustion or compression cylinder, H, = zero stroke position of piston (2, 3, 4) H2 = piston according to Figure 50 The actual stroke of.

Once these values are determined, the engine and pump will operate according to the invention, ie, at maximum efficiency and power.

FIG. 49 shows the arms 32, which are multiple arms in the lateral direction of the flat body 3B and the cylinder folder.

FIG. 51 corresponds to the principle of FIG. 15, but with a cooling fluid supply chamber 18 which supplies cooling fluid to the central chamber between the pistons 4 and 4 through the holes 16. This cooling fluid then exits through shaft 7 through passage 16 to hollow piston shaft 80 and out through outlet hole 20 . It is also possible to send all the cooling fluid through the shafts 80, 7 or from the chamber 59 through the outlet 20.

FIG. 52 is a longitudinal cross-sectional view of a multi-piston engine with variable compression ratio. Instead of implementing this embodiment of the invention in a multi-piston engine, it is also possible to provide each cylinder with a single piston. . The reason is that it is easy to remove the upper or lower part of the figure.The principle of this embodiment of the present invention can be applied to general-purpose twin engines, bombs, and prime movers having a piston that reciprocates in a cylinder.

The crankshaft housing 57 is the cylinder guide 1
60, each cylinder 2.82 being axially movable along its longitudinal axis.

A compression ratio adjustment housing 181 is provided on the engine. This forms a space or slot 1131 in which the crankshaft housing 57 is provided. 9 parts 1 in which adjustment controls are provided in the adjustment housing part 161, which may be moved axially relative to each other in the direction of the arrows in the figure;
61 holds the cylinder 2.62 in the axial direction. When the adjustment holder 181 is moved in the axial direction, the cylinder 2.
S2 is moved in the direction of the arrow in the figure. This changes the compression ratio. The reason for this is that the distance between the piston 4.64 and the cover 3, 63 changes. In this way, the compression ratio is
．． Changes according to the provisions in Figure 5. The other parts of the engine shown in this figure are the same as those in FIG.

FIG. 53 corresponds in principle to FIG. 46. However, instead of a hydraulic piston, a gas pressure supply piston with an axis 164 is provided in the cylinder 21. A plurality of pistons and cylinders are commonly provided, and as shown in the figure, two pistons and two cylinders face each other. An inlet valve 84 is provided and the piston has the shape of its head surface as described in FIG. A piston shoe 70 is inserted into the shaft 184. The embodiment shown in Figure 53 operates as a compressed air supply engine. It is lightweight and cheap to manufacture.
The cylinder and piston diameters change the air pressure produced.

FIG. 54 corresponds to the principle of FIG. 53. The piston shaft 164 guides the rail 170 with a guide surface 171, which surface 171 moves against the bar 7 of the roller 72 on the retraction stroke.
Guide to 3. In this case, the piston within the cylinder is pushed inward, sucking fluid into the working chamber and creating a flow of fluid within the cylinder. A guide rail 172 acting in the opposite direction may also be provided on the engine shaft 7 .

Figures 55 and 56 show the engine of Figure 15.

The arrows indicate the pressure conditions within each working chamber by their length and width. The line diagram below the cross-sectional view is the expansion pressure,
The compression pressure, the average speed of the piston, the maximum speed, and a point G are shown, and the movement of the piston stops at the point G.According to the present invention, the piston is provided with a connecting means, and the connecting rod is connected to the crankshaft, and the stroke per unit time is The number is increasing. This can be done by attaching the connecting part 343 to one end of the piston shaft, and the cross pin 43 is attached to the connecting part 24
3 to the connecting rod. FIG. 57 is a longitudinal sectional view of a device for preventing backflow of exhaust gas or backflow into the inner space of the piston 4.84. For this purpose spring 406
A one-way valve 306 biased by the exhaust passage 6.6B is provided in the exhaust passage 6.6B.
The arrangement of this valve, which prevents backflow from ~316 into the space between the piston 4.64, is important as it prevents overheating the cylinder, the wall 2.62 of the piston 4.64, and also the central piston connection part 60. be.

Figure 858 is a longitudinal sectional view of another device for preventing overheating or backflow into the space 59 between the pistons 4.64. In this diagram,
The central piston rod or connecting portion 6o has been replaced by a larger diameter central portion 484,404.

This large diameter means that the narrow space 58 is in the central portion 404.
, 4EiA, or one of them and cylinder 2.6
The outer diameter is made large enough to remain between the inner spans of 2 and 2. This ensures that only a small amount of fluid can flow back from the exhaust.

In this way, by varying the flow into the space 58, the exhaust flow can be made uniform, and in addition, the central portion 60, 4
To facilitate the manufacture of the circular parts 404, 484, which also makes it possible to provide a large cooling surface from within the 04, 484, the diameters may be varied and one fitted into the other. Retaining means, shown as rivets, may be used to retain both central portions 404, 464 and to integrate the pistons 4.64.

In Figures 57.58, the cover 3.63 is inserted into the inlet 30
It is significant to have a ring-shaped recess 315 communicating with 9. In this way, when the control recess 15 fits into the ring-shaped groove 315, fluid can flow in over a large area. The recess 15 is a ring-shaped groove, and the surface of the recess 15 is inclined in a tapered manner to prevent flow loss without causing friction or direction change in the flow.

To prevent breakage of the piston rings, the shaft, the forward extension of the cover, the groove or extension of the recess 15, 315 can be utilized to provide a seal and prevent deformation of the piston. This configuration is also implemented in Figures 14.15. This corresponds to the cylindrical surface section 282 of the part of the cylinder wall 2.62 between the exhaust channels 6.66. This surface portion 262 of the central wall portion 382 is located on the piston 4 during the stroke of the piston.
Its purpose is to guide B4.

The hydraulically conveyed combustion engine according to the invention shown in FIG. 59 is similar to that of FIGS. 45, 46 and 48, but the cam on the central piston shaft is different and serves another purpose. The cam 576 has a differently shaped pump piston stroke guide surface 53'l for different purposes. The cam has a steeply angled guide surface 530 at the beginning of the expansion stroke, and also a steeply angled guide surface 532 near the end of this expansion stroke, and has a steeply angled guide surface 530 between the sections.
, 532 have a slightly inclined portion 531. This arrangement allows the engine pistons 4, B4 to have approximately equal inflow rates into the hydraulic pump cylinder over the entire length of the power stroke. The mutual position is shown at 577. In FIG. 47, the cam 577 has an angle of 30@ with respect to the cam 57B in FIG. 53.

FIG. 60 is a diagram showing values of the configuration of the cam in FIG. 5S. The diagram of FIG. 60 shows the stroke H of the piston 4.84 of the engine of FIG. 58 as the X-axis. The velocity of the piston V pcon is shown thereon in the Y-axis direction. Figure 59 shows that the piston 4.64.7 is connected to the connecting rod 55 of the crankshaft, the crankshaft rotating at a predetermined RPM so that the speed of the piston varies from the crank angle of the crankshaft at each position during the stroke. Please note that it is calculated. A straight line inclined with respect to the axis of the piston gives a dotted line of the pump stroke SPP of the pump piston in the cylinder 21. Although this stroke provides a straight surface to the cam, the flow within the cylinder 21 is not uniform, and this can destroy parts connected to the cylinder 21, such as pipes and hoses.The present invention addresses this important phenomenon. , and based on the results, the stroke surface of the cam is defined as portions 530, 53, and 532 shown in FIG.

FIG. 80 shows the average speed V of the pistons of the engine as a dotted line. The actual speed V pcon is different from this. This velocity V is slow at the beginning, high in the middle, and slow near the end of the expansion stroke. In order to equalize the speed of the central piston within the pump piston 24,
The piston stroke guide surface of the cam consists of a steeply sloped part 530 corresponding to the slow speed, a steeply sloped part 532 corresponding to the slow speed near the end 12 of the piston stroke, and a relatively flat central part 531 in between. The stroke length of the engine piston 4.64 is 54 liters.

The crankshaft has a connecting rod that is centered at a radius of 27 mm from the concentric axis of the crankshaft, and the length of this connecting rod is calculated as 110 mm. This is equivalent to one of the engines in Yamaha's Bites. Guide surface 5
pp 530, 531, 532 result in a stroke of 54 mm, the speed of the pump piston 24 is equal over the entire stroke to the average speed V of the engine piston instead of the actual speed Vpcon of the engine piston 4, 84.7 , this means that the pump piston 244 is on the guide surfaces 530 to 53.
If it intersects 2, it is accurate.

The rollers 72 that are actually applied require different adjustments. Since the pressure within the pump cylinder 21 is normally higher than the pressure within the engine cylinder 61, the stroke length of the pump piston 21 is appropriately shortened. 60th
The figure shows the second curve s for a stroke of 13.5m+*
ppp, which means a stroke that is 4 times shorter.The zero curve SPP is the actual size of the one shown, and is the dimension for actually machining the piston stroke guide surface of the cam 57B in Figure 58. . Other parts in Figure 59 correspond to those in other figures.

FIG. 61 shows a modification of the cam of the high-pressure hydraulic transfer combustion engine. Previous figures had a roller 72 in line contact with the cam's piston stroke guide surface. Line contact cannot have a large supporting force, and in order to maintain high pressure within the hydraulic pump, it is necessary to change line contact to surface contact to support high loads. In FIG. 61, the piston supports a pivoted piston shoe 321 with a flat guide surface, and the piston shoe supports the piston draw multi-guide surface 33 of the cam 37B.
1 in a mutually complementary shape, which allows it to actually slide. Viston stroke guide surface 33
1 is formed into a flat surface, so that the stroke cam 376
has an inclined plane, which plane is inclined with respect to the longitudinal axis of the piston of the engine.A cam is shown at 377 which makes a stroke in an opposite direction in FIG. Further, an entry/exit lower 21 is provided in the hydraulic cylinder space 721 within the cylinder 21 . With this configuration, the pump can be operated at high pressure because the support is changed from line contact to surface contact to increase the supporting force. However, a drawback is that the fluid discharged from the pumps 21 to 24 does not remove sludge uniformly. This is because the surface 331 of the cam 37B is an inclined plane.

FIG. 82 is a cross-sectional view of FIG. 63, showing a partially eliminated flow non-uniformity. The piston 24 has a piston shoe with a sliding surface, which surface is shaped to complement the corresponding piston stroke guide surface. In this manner, high pressure operation is possible with this configuration, but the reason for this is that surface slippage occurs. However, the sixth
The difference compared to Figure 1 is the stroke guide surface 481, 4
88 is formed as a part of the cylindrical surface, and the sliding surfaces 490 and 491 that complement each other are part of the cylindrical outer surface, that is, round bars. The stroke surface is cam 4
78, 576, and 871. The stroke surface 481 is formed with a radius E from the axis A, and the stroke surface 485 is formed with a radius F around the axis 3,
The stroke guide surface 482 is formed with a radius G around the axis 0, the stroke guide surface 487 is formed with a radius H around the axis 3, and the stroke guide surface 488 is formed with a radius G around the axis 3.
The stroke guide surface 48 is formed with a radius N around the stroke guide surface 48.
4 is formed with a radius of 0 around the axis, and the stroke guide surface 48B is formed with a radius of P around the axis,
The stroke guide surface 483 is formed to have a radius Q around the axis M. In reality, the radius is smaller than shown and the axis is closer to the axis 7 of the engine.

The figure shows four concave piston stroke guide surfaces and four convex piston stroke guide surfaces. One convex surface is formed with a concave piston stroke surface Another feature of the drawing is that the pistons of each stroke surface seal form one pump, in which case both pistons share a common pump chamber. For example, piston 24.324 has a pair of pistons, piston 72
4, 824 form another pair of pistons. These pumps have two pistons for a common pump chamber. The piston shoes have a concave sliding surface for each chamber and a convex sliding surface for the other piston shoe, and are formed to complement each other.

A feature of the invention is that both the concave cam surface and the convex cam surface are provided within a single common pump chamber. The common pump chamber for the piston and dust is 492 in Fig. 63,
493. One concave or convex piston stroke guide surface has a steep angle at the beginning of the stroke, the other has a similarly steep angle near the end of the stroke, and in the middle of the stroke the engine The inclination with respect to the axis of the piston shaft 7 is relatively small. Since the pistons of the piston pair operate in the same chamber, the total displacement of the piston pair is more uniform than that of FIG. 61 and approaches the flow of curve 60 of FIG. When operating two pistons in a common pump chamber, it is not easy to make the flow completely uniform, but if two or more pistons are installed in a common pump chamber, the flow will be more uniform. can be given to The chamber portions 482 communicate with each other and form a common chamber by one passage 8.2. Each common pump chamber is provided with at least one inlet valve 803 and one outlet valve 803. The common chamber has an inlet passage 804 and an outlet passage 801 or 805.

FIG. 64 shows an embodiment in which a turbocharger is provided between the exhaust hole and the inlet hole. Exhaust hole 18 supplies exhaust gas to the turbine inlet of turbocharger 440 . The precompressed air or air/fuel mixture leaves the compression stage of the turbocharger and flows via pipes 442, 443 into the inlet hole 9 of the cylinder chamber l.

FIG. 45 shows the configuration of the crankshaft. The purpose of this configuration is to provide a crankshaft that can be easily manufactured without using jigs or machines. housing 5
01, a shaft 503 having an axis 521 is supported in a bearing 5G2. The end of shaft 503 carries a crank portion 514. The key 511 and the holder 510 may be provided when it is desired to connect the crank portion 514 to the shaft 503; in fact, the crank portion can be fixed by press fit. Keys and holders can be omitted. The crank 514 is easily forged or cast, and the holes can be machined; one hole is used to fix the shaft, and the other hole is used to hold the connecting rod bearing. Retaining means, e.g. rivets 509, may be provided as desired on the crank portion 514.
has a central part, which is supported on the shaft 3, and a radial part 505, which is supported by the connecting rod bearing holder 5.
06, and this axis 522 is the axis 521 of the shaft 503.
The upper crank 514 in the figure is radially spaced from but parallel to, and diametrically opposite to, the counterweight 504.
They are arranged at an angle of 14 to 80 degrees. A 90° angular arrangement is one example. The cranks may be arranged at the same angle or at other angles, such as 180°; to simplify the design, it is possible to assemble the desired drive means to the straight shaft 503. In Figure 0, the central gear 512 is assembled, and eccentric cams 515 to 518 are assembled in this end direction,
The cam has surfaces forming piston stroke guide surfaces 518, 520.

Surface 518 forms one stroke pair and surface 520 forms the other stroke pair. Each stroke pair may have a stroke surface 518, 520, which stroke surfaces guide a piston or piston shoe of a hydraulic or pneumatic pump, the pump being connected to a piston of a combustion engine. The crankshaft of FIG. 85, which may be driven by a connecting rod, is particularly the crankshaft of FIG.
It is suitable and inexpensive to be assembled into the engine shown in Fig. 64.

Figure 15.51 and related drawings show the piston 4.
64 may be combined with an axially short piston, which is formed short enough to open and close the exhaust hole of FIG. 57. The stroke of the piston should be substantially two when the cylinders are of the same length. This configuration further reduces the weight of the piston. Figure 28 shows how connecting rods 47, 48 are assembled to a single eccentric section of the crankshaft. Conrod 4G, 4
7.4B, 48, etc. are combined in this manner with the piston stroke of multi- or single-piston engines.

FIG. 58 shows that the outer diameter of the central connectors 404, 4E14 is smaller than the outer diameter of the piston 4, B4. The reason for this is that the desired narrow space 459 is created between the pistons 4.64. Without such a narrow space, the entire length of the outer surface of the connecting portion 464 would move along the cylinder, wearing it and heating the cylinder wall and melting it.

The embodiments of the present invention are merely illustrative of practical and future designs and should be evaluated in conjunction with the engine analysis section herein. Many of these analyzes are accurate and others represent assumptions for a better understanding of working mean pressure and power. Therefore, these may be improved in the future.

[Brief explanation of drawings]

Fig. 1 is a sectional view of a conventional technique, Fig. 2 is a sectional view of another conventional technique, Fig. 3 is a sectional view of yet another conventional technique, and Fig. 4 is a sectional view for determining specifications. FIG. 5 is a perspective sectional view of the engine for determining specifications, FIG. 6 is a P-V curve, and FIG.
The figure is another curve diagram, Figure 8 is also a stroke pressure diagram, Figure 9 is a calculation table, Figure 10 is a table showing calculation results, and Figure 11 is a diagram. , Fig. 12 is a drawing of a conventional engine tilted at 80 degrees, Fig. 13 is an explanatory diagram including equations, Fig. 14 is a longitudinal sectional view of the cylinder, and Fig. 15 is a longitudinal sectional view of the engine. 16 is a sectional view showing the cross-sectional line temperature-false of FIG. 15, and FIG. 17 is a longitudinal sectional view of the engine.
Figure 18 is a diagram, Figure 18 shows another diagram, Figure 20 is a cross-sectional view of the engine, Figure 21 is a table showing calculation results, and Figure 22 is a longitudinal cross-section of the engine. 23 is a longitudinal cross-sectional view of the engine, FIG. 24 is a cross-sectional view of the engine in FIG. 23, FIG. 25 is a vertical cross-sectional view of the engine, and FIG. 2B is a longitudinal cross-sectional view of the engine in FIG. 27 is a sectional view passing through the center plane of the engine; FIG. 28 is a sectional view passing through the center plane of FIG. 27;
Fig. 29 is a longitudinal sectional view of the engine, and Fig. 30 is a longitudinal sectional view of the engine.
FIG. 31 is a longitudinal sectional view of a part of the engine, FIG. 32 is a sectional view of the engine part, and FIG. 33 is a sectional view of another engine. can be,
FIG. 34 is a cross-sectional view of yet another engine, FIG. 35 is a cross-sectional view taken along the cross-sectional line A-A in FIG. 33, FIG. 38 is a cross-sectional view of the center plane of FIG. 34, and FIG. 38 is a cross-sectional view of the connecting rod, FIG. 38 is a cross-sectional view of the center plane of FIG. 37, and FIG.
Figure 0 shows the calculation results in a table, Figure 241 shows a diagram, Figure 42 also shows a diagram, and Figure 43
44 also shows a diagram, FIG. 45 is a sectional view of the engine, FIG. 46 is a sectional view of the center plane of FIG. 45, and FIG. 47 is a sectional view of FIG. 46. 48 is a sectional view of the engine part, FIG. 49 is a sectional view of the 48th part, FIG. 50 shows a calculation example related to FIG. 48, and FIG. 51 is a sectional view of the engine part. FIG. 52 is also a longitudinal sectional view of the engine, FIG. 53 is a longitudinal sectional view of the engine, FIG. 54 is a longitudinal sectional view of the engine, and FIG. 55 is a longitudinal sectional view of the engine. FIG. 5B is also a diagram explaining the operation of the engine, FIG. 57 is a longitudinal sectional view of the engine, FIG. 58 is a longitudinal sectional view of the engine, and FIG. 60 is a diagram of the cam and the guide surface, FIG. 81 is a longitudinal sectional view of the engine, FIG. 62 is a longitudinal sectional view of the engine, and FIG. Figure 63 is a cross-sectional view of Figure 82, Figure 64 is a vertical cross-sectional view of the engine, and Figure 85 is a vertical cross-sectional view of the crankshaft. ・≦U''2>v-, 5''7゛Explanation of reference numbers in the figures. l, 61...Cylinder chamber 2...Cylinder 3...Cover 4.44...Double piston 6.66...Outlet a...Piston shaft 9.15.26...Inlet Patent application People Karl Eickman @ Heaven's Book (no changes in content) Fig, 7 P#0RrrY: El (KMI/NN, 5LM15
5.1IuGII5r12.18EO. Fig, 13ktFrmaaFMtus6F'ctRNK! (+5
7x 5TROJIDO OF PISTONL, N Fig, 17 xvut Fig, IQ Fig, 31'
JOO"7 50 - /7 □
100 Procedural Amendment (Method) October 11, 1985 Director General of the Patent Office Michibu Uga Indication of Case 18 1985 Patent Application No. 107103 2 Title of Invention Double-piston engine 3 Person making the amendment Relationship to the case Applicant Address: Hayama-cho, Miura-gun, Kanagawa Prefecture - Color 2 + ZO Name: Karl Eichmann λgIIJJ/Lk-A
-4. Date of amendment order: September 4, 1980 (Shipping date: September 24, 1980) 5. Subject of amendment

Claims (1)

[Claims] (1) Operable as a combustion engine comprising a cylinder, a piston that reciprocates within the cylinder, an inlet means for introducing air fuel, and an outlet means for discharging combustion gas. A device having means for improving its output per unit weight or for improving its reliability, ease or efficiency. (2) Two pistons are provided on a common central axis, and the pistons reciprocate within opposing cylinders, and when one piston is in an expansion stroke, the other piston is in a compression stroke; A space is provided around the central axis between the two pistons to reduce the weight of the piston and the central axis, thereby making it possible to increase the number of strokes of movement between the piston and the central axis per unit time. Apparatus according to claim 1. (3) the piston has a piston shaft extending from the piston through the cylinder and the cylinder cover, the piston shaft having a substantially ring-shaped control recess, and during the stroke of the movement; temporarily aligned with a substantially ring-shaped fluid supply recess provided in said cover and communicating with an inlet hole provided in said cover; 2. A device according to claim 1, wherein the inlet has a conical end to reduce resistance to flow from the inlet hole into the cylinder. (4) The opposing cylinders are formed by one common cylinder with the same inner diameter over the entire length;
3. The device according to claim 2, wherein an exhaust hole is provided in the central portion of the cylinder, and the exhaust hole is temporarily controlled to open and close by each of the pistons. (5) Exhaust holes are provided for each cylinder facing the central part of the common cylinder, and the exhaust holes of each cylinder are provided with a slight interval in the axial direction, so that the piston reciprocates within the cylinder. 5. The device of claim 4, further comprising a central piston guide portion formed on the inner surface for guiding the piston as it passes through the exhaust hole. (6) The piston is characterized in that it is axially short in order to reduce its weight or has a sealing and/or axially extending sealing part or a guiding part at its radially outer end. The apparatus according to claim 4. (7) A cooling fluid inlet/outlet is provided in the central portion of the common cylinder, and introduces the cooling fluid into the space between the pistons and around the central axis between the pistons. equipment. (8) An inlet valve is provided within the cylinder cover, the valve having a valve head and a valve stem, the valve head having a conical seat surface, which surfaces are formed complementary to each other within the cover. the shaft of the valve is guided within the cover, while being able to engage and disengage from the seat surface in the cylinder direction;
It has a bias spring and enables the valve to be closed periodically by corresponding pressures before and after the valve head, and this valve automatically opens and closes in response to changes in the pressure before and after the valve, and in this case, the valve The head has a large diameter relative to the valve stem, so that when the valve is open, there is a maximum flow through the valve, and this flow is properly routed through the cylinder so that the air or air-fuel mixture is uniformly contained within the cylinder. 2. Device according to claim 1, characterized in that the device is filled in a similar manner. (9) said cover comprises a ring-shaped group for a sealing ring, said groove extending from the inner space into the cover, a sealing being mounted in said enclosure, said sealing having a sealing surface of radially inwardly decreasing diameter; 4. Apparatus according to claim 3, characterized in that it has a cover and engages and seals the outer diameter of the shaft extending through the cover. (10) the cylinder is disposed in a central crankshaft housing, and opposed cylinders are disposed in diametrically opposed positions of the housing and have cylinders similar to the pistons disposed within the opposed cylinders; 4. The apparatus of claim 3, wherein the crankshaft is disposed within the housing and has a connecting rod from an eccentric portion of the crankshaft to the piston. (11) A cylinder is provided in the crankshaft bearing housing together with a piston that reciprocates within the cylinder, the piston is connected to an eccentric portion of the crankshaft by a connecting rod, the cylinder is supported within a guide within the housing, and a gas Claim 1 further comprising means for moving the cylinders toward and away from each other in the axial direction of the housing to change the compression rate within the cylinder when the housing is compressed within the cylinder. Equipment described in Section. (12) a common crankshaft in which at least two cylinders are provided in opposed cylinders, the pistons being connected to a piston connecting rod, the rods being connected to an eccentric portion of the crankshaft, and the crankshaft holding the cylinders; a coupling means supported within the housing and an axis of the cylinder 180;
3. Apparatus according to claim 2, characterized in that they are spaced apart by an angle of less than .degree. (13) Configured as a multi-piston combustion engine with opposed cylinders for a common multi-piston, the piston axis extending through the cover of each of the opposed cylinders, and the compression chamber extending in the axial direction of each cylinder; Claims characterized in that a crankshaft, which is provided at the end and in which the compression piston and the compression cylinder rotate together with the piston in the cylinder to a greater extent than the diameter of the opposing cylinder, is connected to the compression piston or to the piston by a connecting rod. A device according to scope 1. (14) A valve is provided in the cover of the cylinder of the multi-piston engine together with an opposing cylinder, the valve having an outer surface of a constant radius from the center, the head of the multi-piston forming a head surface, and the head surface is having a complementary shape with an outer surface portion of the valve, the outer surface causing the outer surface portion of the head surface of the piston to include a surface portion of constant radius, the valve having a flat head surface, the valve having a soft conical The head of this piston is closed within a conical valve seat of the cylinder head, the head of which has a head surface with a flat central portion, this surface being mutually complementary to the plane of the valve head and the radially outer portion of the head surface of the piston. patent characterized in that the radially outer portion of the head surface of the piston has a complementary conical shape and is arranged opposite a soft conical cover of the cylinder. Apparatus according to claim 1. (15) A central insert is provided within the cylinder with the insert having an outer surface set in the cylinder and having an inner cylinder surface circumscribing about an axis extending through the insert and relative to the axis of the insert. the valve has a radially central ring-shaped recess, the valve opens radially inwardly and closes radially outwardly, a stopper is provided on the insert and the valve; 2. The device of claim 1, wherein the outer diameter of the inner surface limits inward movement of the valve radially inward. (16) a central insert is provided within the cylinder, the insert having an outer surface that fits within the cylinder, the insert having a cylindrical inner surface sealingly surrounding an axis extending through the insert; the insert includes a valve retaining space that opens radially inwardly toward the inlet hole in the cylinder;
The valve holding space has valves facing each other in the axial direction,
The valve opens axially outwardly from the insert, and a device for restricting movement of the valve is provided relative to the valve within the valve retaining space, and the insert is radially opened for assembly about the shaft. 2. A device according to claim 1, characterized in that the device is divided into two parts but sealably attached to each other to form an insert when the parts are inserted into the cylinder. . (17) A pump cylinder having a reciprocating pump piston is provided in the radial direction of the central portion of the shaft, a piston movement stroke cam having a piston movement stroke guide surface is provided on the shaft, and the central shaft between the pistons reciprocates. When the pump piston is pushed out in order to perform a pump stroke movement of the fluid in the pump cylinder, the pump piston is characterized in that a return stroke rail of the pump piston is combined to cooperate with a piston stroke guide surface. Claim 2
Equipment described in Section. (18) The cam for piston movement and the movement guide surface form a movement guide surface in the form of a cylinder part with a constant radius around the center, and the piston shoe for pivot movement is provided on the pivot head of the pump piston, and the piston shoe is provided on the pivot head of the pump piston. The shoe forms a sliding surface that is complementary to the guide surface, and the sliding surface forms a partial cylindrical surface having a radius around the center, but the partial cylindrical surface is replaced by a flat surface. An apparatus according to claim 1. (18) A piston shaft extends from the piston and has a stroke guide cam together with a piston guide surface for guiding the movement of the pump piston, the piston guide surface is provided in the radial direction of the shaft, and the cam is connected to the pump by the piston movement guide surface. The cam of the cylinder and the shaft are reciprocated in the radial direction, and the cam and the stroke guide surface have a front part that is steeply sloped with respect to the axis of the shaft, a rear part that is steeply sloped, and these front and rear parts. and a gently sloped central portion provided between the shaft and the cam, forming a motion guide surface, which guides the pump piston into the pump cylinder at approximately constant velocity with respect to the motion length of the shaft and cam. When pushing, the shaft with the cam and the stroke guide surface is connected to the eccentric part of the rotating crankshaft by a connecting rod, making the fluid flow uniform and preventing fluid fluctuations from the pump cylinder. An apparatus according to claim 1. (20) A plurality of pistons are provided within a single cylinder of the pump cylinder, and a plurality of cams having stroke guide surfaces provide guidance for the pump pistons for movement of the pistons within the cylinder, and One is part of a cylindrical surface with a convex shape, and the other of the cam and guide surface is a part of a cylindrical surface with a concave shape, which allows multiple cams and pump pistons and a common pump cylinder 14. A device according to claim 13, characterized in that the guide surfaces of the shaft cooperate with each other to produce a uniform flow of fluid from a common pump cylinder as the shaft reciprocates. (21) A turbocharger is installed in a part that communicates with the exhaust of a multi-piston engine, and the outlet of the compression stage of the turbocharger communicates with the inlet of the cylinder of the multi-piston engine, and the exhaust gas is connected between the two pistons. Means for preventing backflow into the space and means for preventing backflow into the space between the cylinder and the shaft are provided, and these means are check valves or 2. Device according to claim 1, characterized in that there is a hollow central shaft section between the pistons of approximately the same outside diameter as the inside diameter, enclosing a large space between this shaft section and the cylinder. (22) A crankshaft is provided, the shaft having a holding end for holding the crankshaft portion, a central portion for holding the auxiliary equipment, and means for preventing angular or rotational movement of the crankshaft portion around the shaft. provided, the crank part having a central part for fixing the crank part to the shaft and outer parts piped directly radially opposite, one of the outer parts being a counterweight part; 2. Device according to claim 1, characterized in that the outer part is a holding part providing a connecting rod bearing and supporting the relative movement of the connecting rod part for the piston. (23) a first cylinder having a first cross-sectional area and a plurality of second cylinders, the second cylinder being axially opposed to the first cylinder;
Pistons are provided in the first and second cylinders, respectively, and coupling means are provided on the pistons for synchronous movement of the pistons, wherein the cross-sectional area of the second cylinder and the piston is determined by the cross-sectional area of the first cylinder and the piston. Device according to claim 1, characterized in that the surface area is substantially equal.