SE123316C1

SE123316C1 -

Info

Publication number: SE123316C1
Authority: SE
Publication date: 1948-01-01

Description

Uppfinnare: G. R. Neumann och E. F. Farrell. Inventors: G. R. Neumann and E. F. Farrell.

Priorilet begard frdn den ô november 194-3 (Ameri):as f5renta slater ). Priorilet begard frdn den ô November 194-3 (Ameri): as f5renta slater).

Denna uppfinning avser uppvlirmningsanordningar. Sarskilt kalif Or den sig till sadana uppyarinningsanordningar, som anvandas i kombination med en varmevaxlare och en drivkraft alstra.nde motor. This invention relates to heating devices. Separate caliph It is suitable for such upwelling devices, which are used in combination with a heat exchanger and a driving force generating engine.

Pet vasentligt nya hos uppvarmningsanordningen enligt uppfinningen ar, att den in- nefattar en tryckbransleladdad vannevaxlare och en tryckladdad hjalpinotor, vid vilken kolvanordningen I Or motorn utfor bransleladdningsfunktionen fOr bade varmevfixlaren och motorn. A significant novelty of the heating device according to the invention is that it comprises a pressure-fueled water exchanger and a pressure-charged auxiliary motor, in which the piston device in the engine performs the fuel-charging function for both the heat exchanger and the engine.

I en utfOringsform av uppvarmningsanordningen dr den drivkraft alstrande motorn eller primarmotorn en tvataktsfiirbranningsmotor anvandande Overladdning och har motorn en anordning, som lamnar lufttrycket f Or Overladdning av motorn och drivning av varmevaxlaren. In one embodiment of the heater, the power generating motor or primary motor draws a two-stroke internal combustion engine using supercharging and the motor has a device which relieves the air pressure from overcharging the motor and driving the heat exchanger.

Ovriga kannetecken pa uppfinningen skola battre framgâ av efterfoljande beskrivning under hanvisning till bifogade ritningar. Fig. 1 au en sehernatisk bild visande fOreliggande uppfinning i en utforingsform. Fig. 2 Or en bud liknande fig. 1 men visande en andrad utforingsform av uppfinningen. Fig. 3 Or en sidoprojektion av en enkel barbar utforingsform av uppfinningen. Fig. 4 fir en utvandig andprojektion air anordningen i fig. 3 sedd fran den hogra linden i denna figur. Fig. 5 al. en -vertikalsektion efter linjen 5-5 i fig. 4 said i riktning av pilarna och visande en utforingsform av uppfinningen. Fig. 6 är en horisontalsektion efter linjen 6-6 i fig. 5 sedd i riktning av pilarna. Fig. 7 är en sektion efter linjen 7-7 i fig. 5 sedd i riktning av pilarna. Fig. 8 är en sektion efter linjen 8-8 I fig. 5 sedd i riktning av pilarna. Other features of the invention will become more apparent from the following description taken in conjunction with the accompanying drawings. Fig. 1 is a schematic view showing the present invention in one embodiment. Fig. 2 Or a bid similar to Fig. 1 but showing a second embodiment of the invention. Fig. 3 is a side view of a simple barbarian embodiment of the invention. Fig. 4 is an external duct projection of the device of Fig. 3 seen from the right winding in this figure. Fig. 5 al. a vertical section taken along line 5-5 of Fig. 4 in the direction of the arrows and showing an embodiment of the invention. Fig. 6 is a horizontal section taken along line 6-6 of Fig. 5 seen in the direction of the arrows. Fig. 7 is a section along line 7-7 of Fig. 5 seen in the direction of the arrows. Fig. 8 is a section along line 8-8 of Fig. 5 seen in the direction of the arrows.

Med hanvisning till ritningarna och forst till de schematiska framstallningarna i fig. 1 och 2 bestar anordningen av en primarmotor, som har är visad som en tvataktsforbran- ningsmotor A, och en varinevax.lare B, varvid foretradesvis hada hava samma branslekalla C (en bransletank), en gernensam forgasare D och en ackumulator E. Referring to the drawings and first to the schematic representations of Figs. ), a generous carburetor D and an accumulator E.

En av huvudfordelarna med kombinationen är, att en latt tvataktsbensin- eller dieselmotor anvandes, vilken i vanliga fall skulle fordra en uppladdningsanordning och vilken dr lika effektiv pa stora hojder som vid havsytan vid den i fig. 1 visade utf5ringsformen. One of the main advantages of the combination is that a light two-stroke petrol or diesel engine is used, which would normally require a charger and which is as efficient at high altitudes as at sea level in the embodiment shown in Fig. 1.

Den har visade bensinmotorn Or av tvataktstypen och Or forsedd med en cylinder 20 med forbranningskammare 22, och i denna cylinder 20 Or en kolv 24 anordnad for gang fram och tillbaka. Denna kolv Or foretradesvis av speciell form och Or forsedd med en atrappstegsforiuigr del 88. Kolven Or med andra ord utvidgad i diameter nara sin undre ande, varvid cylinderborrningen, i vilken kolven 24 gar fram och tillbaka, Or utvidgad i diameter vid 86 under explosionskammaren for att upptaga den utvidgade diametern av kolven, i det att endast den byre eller mindre diametern av kolven stracker sig in i forbranningskammaren. Den senare Or forsedd med ett bransletillforselror 26, som i sin tur Or forbundet med en tryckledning 28, genom vilken gaserna for forbranning i forbranningskammaren 22 tillfiiras. It has shown the petrol engine Or of the two-stroke type and Or provided with a cylinder 20 with combustion chamber 22, and in this cylinder 20 Or a piston 24 arranged for passage back and forth. This piston Or is preferably of a special shape and Or is provided with a stepper step-forming part 88. In other words, the piston Or is enlarged in diameter near its lower end, the cylinder bore, in which the piston 24 reciprocates, Or enlarged in diameter at 86 below the explosion chamber for to accommodate the widened diameter of the piston, in that only the larger or smaller diameter of the piston extends into the combustion chamber. The latter Or is provided with a fuel supply pipe 26, which in turn Or is connected to a pressure line 28, through which the gases for combustion in the combustion chamber 22 are supplied.

Motorn Or likaledes fOrsedd med ett avlopp 30, fran vilket avgaserna i forbranningskammaren (tillsammans med oforbranda gaser, som eventuellt kunna vara kvar) spolas eller utdrivas. Kolven 24 Or fOrsedd med den vanliga koIvstangen 32, som leder till vevaxeln 34 pa det vid fOrbranningsmotorer vanliga sattet. The engine Or is also provided with a drain 30, from which the exhaust gases in the combustion chamber (together with unburned gases, which may remain) are flushed or expelled. The piston 24 is provided with the usual piston rod 32, which leads to the crankshaft 34 in the manner usual for internal combustion engines.

Vaggen av motorcylinderborrningens utvidgade del 86 Or forsedd med ett luftinlopp 36, varvid det finnes en backventil 38, som hindrar luft Iran att hlasas ut Iran borrnin;_gen 86 genom inloppet 36. Pet inses salunda, att vid — 1.23316 — kolvens nedatslag infores luft i den utvidgade borrningen av cylindern genom inloppet 36 och ventilen 38. Vid uppatslaget stanges ventilen 38, och luften komprimeras saint kommer att finna andra medel for aygang sã- som nedan emtalas. The cradle of the extended part 86 of the engine cylinder bore is provided with an air inlet 36, there being a non-return valve 38 which prevents air Iran from being blown out of the bore bore through the inlet 36. It is thus understood that at the enlarged bore of the cylinder through the inlet 36 and the valve 38. At the blow-up stroke the valve 38 is closed, and the air is compressed saint will find other means of aygang as discussed below.

Under den nedre gransen for kolvens 24 rorelse Sr yevhusets vagg forsedd med ett andra inlopp 40, genom vilket luft suges in yid kol- Yens 24 uppdtslag i motorhuset. Della inlopp 40 Sr likaledes forsett med en backventil .42, vilken kan vara identisk med ventilen 38 till form och utforande. Pa sin andra sida Sr cylindervaggen foretradesvis forsedd med ett utlopp 44, genom vilket den uppladdade luf- ten i cylindern ovanfOr trappsteget pa kolven avgar vid kolvens uppatslag. Detta utlopp 44 Sr likaledes Virsett med en ventil 46, som Sr enkelriktad och kan vara av samma slag som ventilen 38. Below the lower limit of the movement of the piston 24, the cradle of the yev housing is provided with a second inlet 40, through which air is sucked in during the upward stroke of the carbon 24 in the motor housing. The inlet 40 Sr is likewise provided with a non-return valve .42, which may be identical to the valve 38 in shape and design. On its other side, the cylinder wall is preferably provided with an outlet 44, through which the charged air in the cylinder above the step of the piston exits at the piston stroke. This outlet 44 is also provided with a valve 46 which is unidirectional and may be of the same type as the valve 38.

Ett utlopp 48 leder film vevliusets inre for utblasning av den vid kolvens 24 rorelse ned- Stluften. Detta utlopp 48 Sr liksom fallet Sr Tiled utloppet 44 forbundet med ett utloppsgrenror 50. Utloppet 48 Sr li- kaledes fOrsett med en backventil 52 till konst- ruktionen liknande ventilerna 38, 42 och 46. Utloppsgrenroret 50 i fig. 1 leder den genom kolvens rorelse i cylinderborrningen 86 komprimerade gasen eller luften in i ett tryckror 54, som leder till tryekaekumulatorn E. One outlet 48 directs the film inside the vevlius to blow it out at the movement of the piston 24. This outlet 48 Sr as well as the case Sr Tiled the outlet 44 is connected to an outlet manifold 50. The outlet 48 Sr is also provided with a non-return valve 52 to the construction similar to the valves 38, 42 and 46. The outlet manifold 50 in Fig. 1 leads it through the movement of the piston in the cylinder bore 86, the gas or air is compressed into a pressure pipe 54, which leads to the pressure accumulator E.

Sasom framgar av fig. 1 Sr ackumulatorn E forbunden riled tva. tryckledningar 28 och 56, vilka respektive leda till motorforbrannings- kammaren och till varinevaxlaren. Det inses naturligtvis, att andra anordningar av utlopp till tryckledningarna kunna yam anordnade, t. ex. sasom visas i fig. 2 och som skull fullstandigare beskriyas i det fOljande. As can be seen from Fig. 1, the accumulator E connected to the riled two. pressure lines 28 and 56, which respectively lead to the engine combustion chamber and to the heat exchanger. It will of course be appreciated that other devices of outlets to the pressure lines may be provided, e.g. as shown in Fig. 2 and will be more fully described in the following.

Ackumulatorn E har likaledes ett bransletryckror 58, som leder till bransletanken och salter branslet i denna under tryck. En yen- tilanordning sasom en ventil 60 kan vara anbringad I bransletryekroret 58 for reglering av storleken av trycket pa branslet i bransle- tanken C och anyandes sarskilt f8r avstiingning av branslestromningen, nar uppvarm- ningsanordningen transporteras frdn plats till plats. Ackumulatorn E Sr likaledes fOrsedd med ett litet oljeaterforingsror 62, vilket bled& olja, som Sr innestangd I bottnen av ackumulatorn, till en oljetank 64 och likaledes sitter oljan i oljetanken under tryck fran ackumulatorn. Oljetanken 64 har ett oljetillforselr8r 66, vilket leder till motorn och pressar olja in i lagren, vevaxelns vevtappsbussning etc. The accumulator E also has a fuel pressure tube 58, which leads to the fuel tank and salts the fuel in it under pressure. A yentilla device such as a valve 60 may be provided in the fuel tank 58 to control the magnitude of the fuel pressure in the fuel tank C and any other especially to stop the fuel flow when the heater is transported from place to place. The accumulator E is likewise provided with a small oil feed pipe 62, which blades & oil, which is trapped in the bottom of the accumulator, to an oil tank 64 and likewise the oil is in the oil tank under pressure from the accumulator. The oil tank 64 has an oil supply pipe 66, which leads to the engine and presses oil into the bearings, the crankshaft crankcase bushing, etc.

Ackumulatorn E Sr vidare vanligen forsedd med medel, som skilja motorns vevhusolja Iran tryckluften, varigenom denna olja uppfangas och aterfores till vevhuset. Detta Sr emellertid icke alldeles vasentligt, eftersom olja, som medfordes av tryckluften, skulle Thrbrannas med det Ovriga branslet i varme vaxlaren °eh rnotorns forbranningskammare, um den skulle nS fram till dessa. I det senare fallet skulle emellertid oljeforbrukningen bliva hog, och av denna anledning kan en ffilla eller ett vatskelas forefinnas. En lamplig form ay sadant yhtskelas Sr tydligt visad i fig. 2 och beskrives nedan i forbindelse med denna figur. The accumulator E is furthermore usually provided with means which separate the engine crankcase oil from the compressed air, whereby this oil is captured and returned to the crankcase. This, however, is not entirely essential, since oil carried by the compressed air would be burned with the rest of the fuel in the heat exchanger of the radiator combustion chamber if it were to reach them. In the latter case, however, the oil consumption would be high, and for this reason a fillet or a water bottle may be present. A lamp shape as such is clearly shown in Fig. 2 and is described below in connection with this figure.

Ackumulatorn E har ett utlopp 68, i yilket en enkelriktad fjfiderptiyerkad 'ventil 70 Sr anbragt. Detta utlopp 68 for till en ledning 72, som gar till viirmeutvaxlaren B. Luft, som bar komprimerats, ledes fran ackumulatorn E genoin utloppet 68 och ledningen 72 till varinevaxlaren, dar den anviindes vid forbrannandet av branslet. Ledningen 72 tjanar likaledes till att balansera lufttryeket i forgasaren. The accumulator E has an outlet 68, in which a unidirectional spring-loaded valve 70 Sr is arranged. This outlet 68 leads to a line 72, which goes to the heat exchanger B. Air, which should be compressed, is led from the accumulator E through the outlet 68 and the line 72 to the heat exchanger, where it is used in the combustion of the fuel. The line 72 also serves to balance the air pressure in the carburettor.

Bransletanken C Sr forsedd med ett aytappningsror 74, som leder till en dubbel fOrgasare D. Detta a-vtappningsror 74 Sr farsett med en ventil 76, genom vilken. branslet kan avstangas i sin stromning till forgasaren vid transportering av anordningen. Vid sin avtappningsande stracker sig riiret 74 in i f8rgasareskalen 96 och har en oppning, som styres av en flottor 78 pa. del vanliga sattet, i det att flottiiren uppbar en nalventil, som stracker sig mot och in i anden av aytappningsroret 74 och avstanger branslestramningen, nar branslet star tillraekligt Mgt i flottorkammaren 96. Forgasareskalen 96 mottager tryekluft inedelst ett inforingsrOr 80 fran tryckledningen 28. The fuel tank C is provided with a drain pipe 74, which leads to a double carburetor D. This drain pipe 74 is fitted with a valve 76, through which. the fuel can be shut off in its flow to the carburettor when transporting the device. At its drain end, the tube 74 extends into the carburetor shell 96 and has an opening controlled by a float 78 pa. in the usual way, in that the float carries a needle valve, which extends towards and into the spirit of the surface tapping tube 74 and stops the industry tension, when the industry is sufficiently Mgt in the float chamber 96. The carburetor shell 96 receives compressed air within an inlet tube 80 from the pressure line 28.

Forhallandet luft-bransle for varinevaxlaren kan vara ett annat an forhallandet luftbransle for motorn, on i sjillya verket aro dessa bada vanligen olika. \mart och ett av de hada luft-bransleforhallandena kan regleras sarskilt, varigenom de exakta proportionerna fOr motorexplosionskammaren a ena sidan och varmevaxlaren S andra sidan latt vidmakthallas. The related air fuel for the gear changer may be different from the related air fuel for the engine, but in fact these are usually different. March and one of the hot air-fuel conditions can be regulated separately, whereby the exact proportions of the engine explosion chamber on the one hand and the heat exchanger S on the other hand are easily maintained.

Tryekledningarna 28 och 56 innehalla vardera venturianordningar bestaende respektire av venturiror 82 och 84. Venturiroret 82 har ett branslerorstycke 90, som stracker sig fran flottorkammaren och utmynnar i YenturirOrets fortrangning. En sadan anordning som en nalyentil 92 Sr anordnad for reglering av stromningsmangden genom rorstycket 90. Branslet Iran rorstycket 90 fares av tryckluftstrommen i tryckledningen 28 in i explosionskammaren 22, dam det antandes av ett tandstift 94 eller annat lampligt medel. Bransle fran flottorkammaren 96 bares me-deist ett bransleror 98 till tryckledningen 56 och avgives larnpligen i venturirarets 84 fortrangning p5. liknande satt som i samband med venturiroret 82. The pressure lines 28 and 56 each contain venturi devices consisting of respective venturi 82 and 84. The venturi 82 has a fuel pipe piece 90 which extends from the float chamber and results in the displacement of the Yenturi. A device such as a nalyentil 92 Sr is provided for controlling the flow rate through the rudder piece 90. The fuel Iran rudder piece 90 is passed by the compressed air stream in the pressure line 28 into the explosion chamber 22, which is ignited by a toothpick 94 or other suitable means. Fuel from the float chamber 96 is carried by means of a fuel clay 98 to the pressure line 56 and is discharged into the displacement p5 of the venturi 84. similar to that associated with the venturi 82.

En. nalventil 100 anvandes f8r att reglera tillforseln av bransle, som avgives i den genom venturiroret 84 passerande luftstrommen. Tryckledningen 56 Sr fOrsedd med en — — stromningen reglerande eller matande ventil 102, som kan installas for hand medelst ett kordongerat huyuct 104 pa det satt som framgar ay figurerna. En solenoid 106 mcdgiver aven installning av ventilen, sa att den kan oppnas (for snabbstart eller for att Oka stronaningen) genom elektriska medel, sasom en termostat- eller vanlig strombrytare, nar man sa onskar. Den uppladdande luften Iran ackumulatorn, medforande branslet Iran roret 98, avgives i varmevaxlaren B genom oppningar 108 foretradesvis mot- en skarmplat 110, varifran den riktas in i antandande ber5ring med ett tandstift 112 eller annat medel. En bakre skarmplat 114 kastar de laddade gaserna utat i varmeyaxlarens B forbranningskammare. Det inses, att anordningen kan tillampas yid en konstruktion, som har flera yarmeyaxlare, och joke madvandigt ãr begransad till en yarmevaxlare. I sd fall skulle ytterligare aytappningsanordningar vara behoyliga, och tryckledningen 56 skulle bliya flerfaldig. Principen skulle emellertid yara densamma, och det skulle joke medfora nagonting nytt att belasta saken med ytterligare ritningar, visande sadana flerfaldiga konstruktioner. Det torde vara tillrackligt att beskriva en enkel varmevaxlare i den yisade utforingsformen. One. Valve 100 is used to control the supply of fuel delivered to the air stream passing through the venturi 84. The pressure line 56 is provided with a - - flow regulating or supplying valve 102, which can be installed by hand by means of a corded huyuct 104 in the manner shown in the figures. A solenoid 106 also provides installation of the valve, so that it can be opened (for quick start or to increase the throttle) by electrical means, such as a thermostat or ordinary circuit breaker, when desired. The recharging air Iran accumulator, carrying the industry Iran rudder 98, is discharged into the heat exchanger B through openings 108 preferably against a shield plate 110, from which it is directed into the igniting contact with a toothpick 112 or other means. A rear shield plate 114 throws the charged gases out into the combustion chamber of the heat exchanger B. It will be appreciated that the device may be applied to a structure having several yarm axles, and may be limited to one arm exchanger. In that case, additional surface tapping devices would be necessary, and the pressure line 56 would become multiple. The principle, however, would be the same, and it would be a joke to bring something new to burden the matter with further drawings, showing such multiple constructions. It would be sufficient to describe a simple heat exchanger in the frozen embodiment.

Varmevaxlaren B i den utforingsform, som I forsta hand är avsedd att anyandas pa oh- haoch har en mojlig mangfald ay om- giyande lufttryck, ãr sasom visat i forsta hand vid de i fig. 1 askadliggjorda konstruktionerna foretradesvis forsedd med en automatisk avgasregleringsanordning 116,. vilken har är yisad bestaende av en skarmplat 118 i avgasroret fran yarmevaxlaren, varvid denna skarmplat har en oppning 120, i vilken den rorliga ventilanordningen, som omfattar ett ventilhuvud 122, stracker sig in. Detta organ 122 är lampligen payerkat av en Wag 124, som är uppburen i en lada 126. Denna balg 124 star under atmosfariskt tryck, som har visas inkomma i ladan. 126 genom oppningar 128. The heat exchanger B in the embodiment which is primarily intended to have a possible diversity of ambient air pressure, as shown primarily in the structures damaged in Fig. 1, is preferably provided with an automatic exhaust control device 116, . which has consisted of a shield plate 118 in the exhaust pipe from the arm exchanger, this shield plate having an opening 120 into which the movable valve device, which comprises a valve head 122, extends. This member 122 is suitably payerkat of a Wag 124, which is supported in a barn 126. This bellows 124 is under atmospheric pressure, which has been shown to enter the barn. 126 through openings 128.

Det framgar latt vid en granskning av fig. 1 i synnerhet, att ventilen iippnar avloppet dess storsta grad, nar trycket pa balgen genom Oppningarna 128 ãr storst. Vid havsytan skulle aygasoppningen vara vidoppen, medan pa olika hojder avgasoppningen skulle vara mera begransad. Detta skulle strava att halla de heta gaserna Yid ett reguljart tryck i varmevaxlaren och systemet, sa att de brinnande gaserna skulle vara vid vad man skulle kunna kalla haysytans tryck, oavsett hojden av det flygplan eller annan anordning, pa varmeyaxlaren an-vandes. Detta f Or- hindrar uppkomsten av en vasentligt minskad gastathet, som fororsakar snabb forlust I hastigheten av inre varmeoverforing till yarmeyaxlaren med atfOljande forlust av varmeavgivning, och uppratthaller aven det oyerallt i systemet radande trycket, varigenom en riktig forgasning till bade motorn och varmevaxlaren tillforsakras. It is easy to see from an examination of Fig. 1 in particular that the valve opens the drain to its greatest degree when the pressure on the bellows through the openings 128 is greatest. At sea level, the eye opening would be wide open, while at different heights the exhaust opening would be more limited. This would strive to keep the hot gases Yid a regular pressure in the heat exchanger and the system, so that the burning gases would be at what might be called the hay surface pressure, regardless of the height of the aircraft or other device, on the heat exchanger used. This prevents the occurrence of a substantially reduced gas density, which causes rapid loss at the rate of internal heat transfer to the heat exchanger with the consequent loss of heat dissipation, and also maintains the pressure radiating everywhere in the system, thereby properly gasifying both the engine and the heat exchanger.

Det inses, att vid den i fig. 2 visade konstruktionen (avsedd i forsta hand for drift pa markniva) skulle en avgastryckregulator normalt icke Tara onskyard. Vid denna konstruktion riktas avgaserna fran motorn sasom nedan papekas in i varmevaxlaren i den f oredragna utforingsformen. Skulle aygastrycket regleras, skulle de fOrbranda gaserna i motoms explosionskammare mojligen lake bliva ordentligt utblasta, yilket skulle leda till en effektforlust i motorn till fOlj d av dalig rensning. Skulle avgaserna vid konstruktionen fig. 2 fran motorns forbranningskammare utsla.ppas i den yttre atmosfaren, skulle del vara mi5jligt att anvanda anordningen i fig. 2 med varmevaxlarens aygasregulator. It will be appreciated that in the construction shown in Fig. 2 (intended primarily for ground level operation) an exhaust pressure regulator would not normally operate on the sky. In this construction, the exhaust gases from the engine as directed below are directed into the heat exchanger in the preferred embodiment. If the ayja pressure were to be regulated, the combustion gases in the engine's explosion chamber would probably be properly blown out, which would lead to a loss of power in the engine as a result of poor cleaning. Should the exhaust gases in the construction Fig. 2 from the engine combustion chamber be discharged into the external atmosphere, it would be possible to use the device in Fig. 2 with the heat exchanger's eye gas regulator.

Den i fig. 2 yisade konstruktionen Si en foredragen utforingsforna, yid yilken storre bruk gores av dot i motorns forbranningskammare ut.vecklade 'unmet och av varmet fran varmeyaxlaren for uppyarmning av forbranningsgaserna och motorn. Denna konstruktion ãr sarskilt onskNard for anvandfling yid -ytterst laga offigivningstemperaturer, sadana som kunna matas anfingen pa mycket stora hojder eller i arktiska klimat. Hai: an inloppsroret 180, som är forbundet med fordelaren fOr inloppen 36 och 40, for-sett med ett A'» sasom visat yid 132, ay vilket en gren — roret 134 — leder till en liana ay frisk luft, sasoin atinosfaren. Den andra grenen ay T-et — roret 136 — leder till yarrnevaxlaren och är oppen mot atmosfaren nara ytan ay varmevaxlaren, yarigenom den I anden av riaret 136 intradande luften forvarmes av yarme fran varmevaxlaren. En klaffyentil 138 an anbragt i T-et, yarigenom antingen roret 134 eller roret 136, kan fullstandigt eller delvis sparras pa ett ldtt Mrsta.eligt salt. The construction shown in Fig. 2 is a preferred embodiment, in which greater use is made of the dot developed in the engine combustion chamber and of the heat from the heat shaft for heating the combustion gases and the engine. This construction is particularly desirable for use at extremely low release temperatures, such that they can be fed at very high altitudes or in Arctic climates. The inlet pipe 180, which is connected to the distributor for the inlets 36 and 40, is provided with an A '»as shown yid 132, ay which a branch - the pipe 134 - leads to a liana ay fresh air, sasoin the atinosphere. The second branch of the T-tube - the tube 136 - leads to the heat exchanger and is open to the atmosphere near the surface of the heat exchanger, whereby the air entering the air of the heat exchanger 136 is preheated by heat from the heat exchanger. A flap valve 138 disposed in the T-tube, through which either the tube 134 or the tube 136 can be completely or partially sparred on a light soluble salt.

En luftrenare 140 i insugningsroret forhindrar smuts och grus Iran att intrada motorcylinder- och smorjningssystemet. Det inses, att en luftrenare normalt skulle anyan.-. das vid konstruktionen i fig. 1, men det har icke ansetts nodvandigt att visa den. An air purifier 140 in the intake manifold prevents dirt and gravel from entering the engine cylinder and lubrication system. It will be appreciated that an air purifier would normally anyan.-. is shown in the construction of Fig. 1, but it has not been considered necessary to show it.

Vid den i fig. 2 yisade anordningen ledas avgaserna fran avloppet 30 fran motorforbranningskammaren till tryckledningen 56, och de ledas foretradesvis runt utsidan av ledningen 56 i en overliggande manteldel 142 och avgivas sedan till varmevaxlaren B genom oppningar 144. Det inses att dessa avgaser kunna avgivas utanfOr varmevaxlaren B f Or anvandning ay denna konstruktion yid drift pa stor hojd. FOr anyandning pa markniva komma emellertid vid den i fig. 2 visade konstruktionen gaserna frail kammaren 22 att foryarma och hjalpa till att fOrgasa dot i var.- mevaxlaren genom ledningen 56 intradande branslet och komma sjalva att avgivas till — — viirmevaxlaren yid 144, dar de bidraga till uppyarmningen ay gaserna och dessutom eventuella oforbranda gaser (som ofta aro naryarande i oyerladdade inotorer ay denna typ) komma att forbrannas i varnieviixlaren. In the device shown in Fig. 2, the exhaust gases from the drain 30 from the engine combustion chamber to the pressure line 56 are led, and they are preferably led around the outside of the line 56 in an overlying jacket portion 142 and then discharged to the heat exchanger B through openings 144. It will be appreciated that these exhaust gases outside the heat exchanger B f Or use ay this construction yid operation at high altitude. For inhalation at ground level, however, in the construction shown in Fig. 2, the gases from the chamber 22 come to preheat and help to gasify the dot in the heat exchanger entering the industry through line 56 and are themselves discharged to the heat exchanger yid 144, where they contribute to the heating of the gases and in addition any unburned gases (which are often present in uncharged engines of this type) will be burned in the varnieviixlarer.

Vid den Mr yisade modifikationen lir ackumulatorn E foretradesvis forsedd med en filteranordning, t. ex. en falla eller ett filter sadant som visas vid 146, vilket borttager eventuell motorolja, som kan komma in genom utloppet 48. Vidare kan trycket fran ackumulatorn medelst en ledning 148 fortis till forbindelsestallet mellan ledningarna 28 och 56 (yid den i fig. 2 visade konstruktionen) hellre an att ledningarna 28 och 56 fa leda direkt frau yardera sidan ay ackumulatorn E sasom i fig. 1. Om nagon motorolja kommer in i endera ledningen 56 eller 28, skulle den forbrannas ph det vanliga slittet genom motortandningen och ay varnievaxlaren. In the Mr yisade modification, the accumulator E is preferably provided with a filter device, e.g. a trap or filter as shown at 146, which removes any engine oil which may enter through the outlet 48. Furthermore, the pressure from the accumulator by means of a line 148 may be carried to the connection number between the lines 28 and 56 (in the construction shown in Fig. 2). ) it is preferable for the lines 28 and 56 to be led directly from the side of the accumulator E as in Fig. 1. If any engine oil enters either the line 56 or 28, it would be burned by the ordinary wear through the engine ignition and the warning gear.

Bada de i fig. 1 och 2 yisade utfOringsformerna aro lampligen forsedcla med en sarskild magnetanordning ay hogsplinningstypen, for vilken kopplingsschemat ãr frainstallt i fig. 1, yarvid magnetanordningen alstrar gnistan for bade motorforbranningskammaren och varmevaxlaren utan att det är nodvandigt med en fordelare. Magnetanordningen 200 ãr visad vara forsedd med en primarlindning 202 och den vanliga strombrytaren 204. Sekundarlindningen är forbunden pa den ena sidan med motorns tandstift 94 och pa den andra sidan med uppyarmningsapparatens tandstift 112, vilka hada aro jordforbundna med apparatsamlingen. Det inses, att gnistan, som alstras nar spanningen uppbygges I sekundarlindningen vid avmagnetisering av karnspolen genom brytning av stromkretsen I prinnarlindningen 202 (genom yerkan av strombrytaren 204 och en kondensator 206), gar genom hada tandstiften (vilka Oro seriekopplade) 94 och 112 till jorden, yarigenom de i fOrbranningskammaren 22 och varrnevaxlaren B beskickade gaserna utsattas fOr gnistan och salunda tandas !Or riktig forbranning. Det egentligen utmarkande for denna konstruktion fir, alt hada andarna ay magnetanordningens sekundarspole ligga oyan jordpotentialen. Both of the embodiments shown in Figs. 1 and 2 are suitably provided with a special magnet device of the hog spinning type, for which the wiring diagram is disassembled in Fig. 1, the magnet device generating the spark for both the engine combustion chamber and the heat exchanger without the need for a distributor. The magnet device 200 is shown to be provided with a primary winding 202 and the ordinary switch 204. The secondary winding is connected on one side to the toothed pin 94 of the motor and on the other side to the toothed pin 112 of the heater, which had been grounded to the apparatus assembly. It will be appreciated that the spark generated when the voltage builds up in the secondary winding upon demagnetization of the core coil by breaking the circuit in the prinder winding 202 (through the yerkan of the circuit breaker 204 and a capacitor 206) passes through the toothed pins (which Oro are connected in series) 94 and 112 to ground. , as a result of which the gases charged in the combustion chamber 22 and the heat exchanger B are exposed to the spark and thus ignite proper combustion. What really sets this construction apart is that the spirits in the secondary coil of the magnetic device lie outside the ground potential.

Det kan hOr namnas, att beskickningen av forbranningskammaren 22 i motor n kan utfOras med sforre latthet genom reglering nv Ifingden ay tryckroret 28, vidden av tryckro- ret 28 och kapaciteten ay ackumulatorn E, sâ att den genom stangningen ay Oppningen 26 mot den framrusande tryckluften fororsakade inducerade tryckyagen, som aterkastas och ledes tillbaka genom roret 28 till ackumulatorn och sedan reflekteras tillbaka igen mot forbronningskammaren 22, uppniir oppningen 26 i det exakta ogonblick da denna oppning fir oppen for laddning i och for efterfoljande tandning. Denna yagrorelse kan likaledes samordnas med den tryckyag, som alstras i ackumulatorn genom rorelsen ay kolven yid kompressionsslaget, sa att en betydligt stone laddningskompression darigenom kan inforas i fOrbranningskammaren. It may be mentioned here that the loading of the combustion chamber 22 in engine n can be carried out with greater ease by regulating the width of the pressure pipe 28, the width of the pressure pipe 28 and the capacity of the accumulator E, so that through the opening of the opening 26 against the advancing compressed air caused by the induced pressure, which is thrown back and led back through the tube 28 to the accumulator and then reflected back again towards the combustion chamber 22, opens the opening 26 at the exact moment when this opening is open for charging and for subsequent ignition. This agitation can likewise be coordinated with the pressure agitation generated in the accumulator by the agitation of the piston during the compression stroke, so that a considerable stone charge compression can thereby be introduced into the combustion chamber.

I fig. 1, ayseende hajduppyarmaretillOmpningen, aro motors avgasoppningar forminskade i area och alldeles sarskilt i hajd i proportion till insugningsoppningarna ay tva skill For att Ora det mOjligt aft standigt hibehalla det genomsnittliga effektiya trycket motorforbriinningskammaren; for att strypa tillbaka motorn till en forutbestaind punkt yid drift pa havets niva. In Fig. 1, showing the shear duct armature for the inlet, the engine exhaust openings are reduced in area and especially in height in proportion to the intake orifices by two shafts. to throttle the engine back to a predetermined point during operation at sea level.

»Tillbakastrypningsverkain uppnas genom clang spolning, sont Or ett resultat av fortrangda avgasOppningar. Alit eftersom omgiyningens tryck faller, okas motorns vary- , tal 1 gray proportion till fOljd ay Mitre spolning, vilket i sin tur fororsakas ay storre differentialtryck over motorcylindern. Okningen i motorhastighet astadkommer tva Den gar det mojligt for kompressorn att bibehalla de -luftmangder som avgivas trots det omgivande tryckets fall och Den Or det mojligt for den direktdrivna flakten f6r cirkulering ay luft over varmevaxlaren att taga hand am en tillracklig okning i kubikmeter per minut, vilket leder till oupphorlig yttre varmeoyerforing frail varmeylixlaren till luften som uppylirmes. »Throttle action is achieved by clang flushing, which is a result of forced exhaust openings. As the pressure of the environment drops, the variable speed of the engine 1 increases in gray proportion to follow Miter flushing, which in turn is caused by greater differential pressure across the engine cylinder. The increase in engine speed achieves two It is possible for the compressor to maintain the air volumes emitted despite the fall of the ambient pressure and It is possible for the direct driven fluid to circulate in air over the heat exchanger to take care of a sufficient increase in cubic meters per minute, which leads to incessant external heat transfer from the heat exchanger to the air being inflated.

Det uppstar ofta en baktandning i systemet, nar enheten aystanges, till foljd av aft det hire trycket fall& hastigt och Wta andar ay branslct i bransleforradstanken forsa igenom tryckavlastningsledningen frOn bransletanken till ackumulatorn och fran dessa tillbaka genom systemet till varmevaxlaren, dar de antandas. Delta slier ieke endast niir enheten avstanges titan Oven nar heist trycket i systemet faller hastigt ay nagon annan orsak. For att forhindra delta och forhindra anglasning av branslestromningen fran bransletanken C till flottorkammaren 96 genom de Mita andarna av branslet i flottorkammaren under vibration erhaller kammaren 96 utlopp till nedstromssidan ay uppyarmarens yenturiror genom ett utloppsror 210, Or tryckledningen 58 till gastanken fran ackumulatorn fOrsedd med en kulventil 212 som forhindrar bakatstrOmning, och Or ett spjall 214 anbringat i tryckledningen 56 pit uppYarmaresidan oin yenturiri5ret 84. Spjallet 214 Or belaget Indian venturiroret och rorets 210 utglingsande. Kulventilen forhindrar baktandning, luftutloppet forhindrar de Nitta andarna av branslet I flottOrkammaren fran att bilda ett alights for branslestronmingen till flottorkammaren och stabiliserar Oven forhallandet luft-bransle till motorn. Spjallet mojliggor en installning for hand av stromningen genom pliverkan ay uppylirinningsapparatens — — ventil, vilket rnedgiver lattare startling och i sjilva verket fyller samma funktion som den vanliga automobilmotordrosseln. There is often a backfire in the system when the unit is turned off, due to the fact that the pressure drops rapidly and Wta breathes in the fuel storage tank through the pressure relief line from the fuel tank to the accumulator and from these back through the system to the heat exchanger where they ignite. Delta slier ieke only niir unit shut off titanium Above when heist the pressure in the system drops rapidly for any other reason. To prevent delta and prevent annealing of the fuel flow from the fuel tank C to the float chamber 96 through the Mita spirits of the fuel in the float chamber under vibration, the chamber 96 receives an outlet to the downstream side ay the upper arm pipes through an outlet pipe 210, Or the pressure line 58 to the gas tank 212 which prevents backflow, and Or a damper 214 mounted in the pressure line 56 pit up the Yarmare side oin the yenturiri5ret 84. The damper 214 Or coated the Indian venturi and the rudder 210 outlet. The ball valve prevents backflow, the air outlet prevents the Nitta spirits of the industry in the fleet chamber from forming an alights for the industry flow to the fleet chamber and stabilizes the above airborne industry to the engine. The damper enables a manual installation of the flow through the valve acting on the valve of the upflow device, which gives easier start-up and in fact fulfills the same function as the ordinary motor motor choke.

Vad betraffar den praktiska tilltimpningen av foreliggande uppfinning, sasom visas i fig. 3, 4, 5, 6, 7 och 8, ar i fig. 3 och 4 anordnat ett kompakt holje 150 for enheten. Detta holje 150 kan eventuellt Tara forsett med ett eller flera handtag for transportering av detsamma fOr hand. Ett sadant handtag Sr antytt vid 151 i fig. 3. As for the practical tipping of the present invention, as shown in Figs. 3, 4, 5, 6, 7 and 8, in Figs. 3 and 4 a compact housing 150 is provided for the unit. This housing 150 may optionally be provided with one or more handles for transporting the same by hand. Such a handle Sr is indicated at 151 in Fig. 3.

Sasom tydligare synes i fig. 5 och 6 aro varmevaxlaren och motorn hada monterade inuti holjet. En effektiv kyl- och luftcirkulationsflakt 152 (se sarskilt fig. 4 och 5) är fast pa motorvevaxeln vid den ena anden ay holjet och cirkulerar den kalla ytterluften Over motorn och in i vannevaxlaren pa ett .satt, som torde framga av ritningarna. As can be seen more clearly in Figs. 5 and 6, the heat exchanger and the motor had been mounted inside the housing. An effective cooling and air circulation flap 152 (see especially Figs. 4 and 5) is attached to the engine shaft at one end of the housing and circulates the cold outside air over the engine and into the water exchanger on a set, as will be apparent from the drawings.

Luft, som framdrives av denna flakt, passerar salunda Over motorn under kylning av -denna och infores sedan i varmevaxlarens kanalorgan 154, dar den kommer i beroring med varmevaxlarens olika uppvarmningsytor. Luften kan aven i vissa utforingsformer finna vag runt mellanrummet mellan varmevaxlaren och holjet 150 och avgives till rum-met genom en oppning 156 i holjet. Be forbranda gaserna I varmevaxlaren utblasas genom utblasningskanaler 158 och ett utbla.sningsror 160, som är f6rbundet med utblasningskanalerna, varvid gaserna foras pa en -omvag och salunda hava flera bestrykningsytor och mera tillfalle till fOrlust av varmeenheter, innan de uppna avgasutloppet. Air, which is propelled by this flake, thus passes over the engine while cooling it and is then introduced into the duct means 154 of the heat exchanger, where it comes into contact with the various heating surfaces of the heat exchanger. The air can also in some embodiments find vagueness around the space between the heat exchanger and the housing 150 and is delivered to the space through an opening 156 in the housing. The combustion gases in the heat exchanger are blown out through exhaust ducts 158 and an exhaust pipe 160, which is connected to the exhaust ducts, the gases being fed on a bypass and thus having several coating surfaces and more occasional loss of heat units before they are exhausted.

Det inses, att ett lock 162 kan avlagsnas frail tandningskammaredelen av varmevaxlaren och att de varma avgaserna salunda kunna kortslutas direkt ut genom oppningarna 156 tillsammans med den friska varmluften. Detta Sr icke till olagenhet, dar varmevaxJaren anvandes i fria luften, sasom fOr upptining av frusna ror utomhus eller for forvarmning av en flygplansmotor fore startningen av densamma, och Sr effektivare, i -det att de varma gaserna direkt avgivas pa den yta som man onskar uppvarma. For anvandning i ett slutet rum, sasom ett boningsrum eller en flygplanskabin, Sr det naturligt-vits tydligt, att avgaserna f Or motorn och varinevaxlaren normalt born avgivas till den yttre atmosfaren. It will be appreciated that a cover 162 can be removed from the ignition chamber portion of the heat exchanger and that the hot exhaust gases can thus be short-circuited directly out through the openings 156 together with the fresh hot air. This is not a nuisance when the heat exchanger is used in the open air, such as for thawing frozen pipes outdoors or for preheating an aircraft engine before starting it, and is more efficient in that the hot gases are emitted directly on the desired surface. heat. For use in an enclosed space, such as a living room or an aircraft cabin, it is of course obvious that the exhaust gases from the engine and the heat exchanger are normally emitted to the external atmosphere.

Vid drift startas motorn p5 det vanliga .sattet och insuges luft frail insugningsroret i motorholjet genom inloppen 36 och 40, dar den komprimeras genom kolvarnas 24 rorelse upp och ned i cylindern 20 under impuls ax tandningen i kammaren 22. Detta uppbygger lufttrycket i ackumulatorn for enheten ge- nom att pressa den komprimerade luften ut genom utloppen 44 och 48 till utloppsroret 50 och roret 54 samt till ackumulatorn E. Vid den i fig. 2 visade konstruktionen aro utloppsroret 50 och delen 54 lampligen utelam- nade on inmynna utloppen for den uppladdade luften direkt i ackumulatorn. Tryckluften i ackumulatorn fares in i tryckledningarna 28 och 56, dar den upptager branslet fran rorstyckena i venturienheterna, och ledes till motorexplosionskammaren resp. varmeutvaxlaren. Lufttrycket ledes Sven genom roret 56 till bransletanken, dar det Miler jamvikt med branslet i karburatorskalen 96. Tryck anbringas likaledes p5 branslet i flottorkammaren for att pressa det genom branslerOren 90 och 98. In operation, the engine is started on the usual set and air is sucked from the intake pipe into the engine housing through the inlets 36 and 40, where it is compressed by the movement of the pistons 24 up and down in the cylinder 20 during impulse axis ignition in the chamber 22. This builds up the air pressure in the unit by forcing the compressed air out through the outlets 44 and 48 to the outlet pipe 50 and the pipe 54 and to the accumulator E. In the construction shown in Fig. 2, the outlet pipe 50 and the part 54 are suitably omitted and open the outlets for the charged air directly in the accumulator. The compressed air in the accumulator is fed into the pressure lines 28 and 56, where it picks up the fuel from the rudder pieces in the venturi units, and is led to the engine explosion chamber resp. the heat exchanger. The air pressure is led Sven through the rudder 56 to the fuel tank, where it Miles equilibrates with the fuel in the carburetor shell 96. Pressure is also applied to the fuel in the float chamber to push it through the fuel tanks 90 and 98.

Det i varnievaxlaren genom tryckledningen 56 inkommande branslet tandes sasom ovan beskrivits av tandstiftet 112. Luft, som in-trader i varmevaxlaren genom roret 72, bildar ett tillskott till luften i varmevaxlarens antandningskammare oeh forhindrar likaledes ett farligt tryck fran att utveckla sig ackumulatorn E. The fuel entering the warning exchanger through the pressure line 56 is ignited as described above by the toothed pin 112. Air entering the heat exchanger through the tube 72 forms an addition to the air in the ignition chamber of the heat exchanger and likewise prevents a dangerous pressure from developing the accumulator E.

Den i fig. 2 visade konstruktionsformen Sr sarskilt fordelaktig f Or anvandning ph markniva eller lag hojd och Sr foretradesvis avsedd for anvandning i ytterst kalla klimat. Artvandningen av motorns avgaser for att understodj a forgasningen ay det i varinevaxlaren irtkommande branslet och anvandningen av varmevaxlarens varme fran rOret 136 — resulterande i forvarmning av den komprimerade luften och darigenom uppvarmning av motorvevhusoljan och branslet i karburatorn — okar effektiviteten. Vid verklig tillverkning vager hela enheten mellan 13 och 18 kg. The construction form shown in Fig. 2 is particularly advantageous for use at ground level or low altitude and is preferably intended for use in extremely cold climates. The dewatering of the engine exhaust gases to assist the gasification of the fuel coming from the heat exchanger and the use of the heat exchanger heat from the tube 136 - resulting in preheating of the compressed air and thereby heating the engine crankcase oil and the carburetor fuel - increases efficiency. In actual production, the entire unit weighs between 13 and 18 kg.

Det skull papekas, att motorn I hada utforingsformerna icke behover hava bog kompression i fOrbranningskammaren. En annan punkt bar iiven namnas hSr. Vevaxelsammanstallningen bor yam upbyggd eller ifylld, sa att kolvstangen endast har natt och jamnt rum att ga fri Dan sidorna av vevaxeln. Betta fyller yevhusutrymmet (under lamnande av sd litet extra utrymme som mojligt), varigenom den dampande verkan av luften I huvudsak elimineras och en stor del av den komprimerade luften shlunda utblases genom Oppningen 48. Denna fyllning Sr antydd pa de schematiska figurerna vid 208 och kan besta av metallplattor, som arc fasta vid vevaxeln utmed kolvstangen 32 och ovanfOr lagerdelen, varigenom ett minimum av spelrum lamnas for kolvstangen. It should be noted that the engine I had the embodiments need not have bow compression in the combustion chamber. Another point was called hSr. The crankshaft assembly should be built up or filled in, so that the piston rod only has night and even room to free the sides of the crankshaft. Betta fills the yevhus space (while leaving as little extra space as possible), whereby the steaming effect of the air is essentially eliminated and a large part of the compressed air is thus blown out through the opening 48. This filling is indicated in the schematic figures at 208 and can consisting of metal plates, which are fixed to the crankshaft along the piston rod 32 and above the bearing part, whereby a minimum of clearance is left for the piston rod.

Ehuru uppfinningen har har beskrivits i samband med vissa bestamda utfOringsformer darav, inser man, att detta har skett endast for askadliggorande men icke for begransande av uppfinningen. Although the invention has been described in connection with certain particular embodiments thereof, it will be appreciated that this has been done only for the sake of integrity but not for the purpose of limiting the invention.

Claims

Patent claim:

A heating device, comprising a pressure-fueled heat exchanger and a pressure-charged auxiliary motor, in which the piston 6— - the engine for the engine performs the fuel-charging function for both the heat exchanger and the engine.

Heating device according to claim 1, in which the primary engine is a two-stroke internal combustion engine using overcharging and the engine has a device which releases the air pressure for overcharging ay the engine and driving ay the heat exchanger.

Heating device according to claim 1 or 2, in which the primary engine is a three-stroke internal combustion engine with a stepped piston and a corresponding two-diameter cylinder bore, the engine having inlet and outlet means for air, whereby the piston performs the functions of an air compressor.

Heating device according to claim 3, provided with said compressed air receiving accumulator device, a fuel tank container for the heat exchanger and the engine, fuel tank containers having lines for the heat exchanger and the engine, means for introducing air pressure into said fuel tank and conductors for heating axles. means regulating the proportions of the air and fuel mixture for the engine independent of the heat exchanger.

Heating device according to claim 1, comprising a heat exchanger with a combustion chamber, a primary engine of the internal combustion engine type with a combustion chamber, a fuel coil, a tuft compressing device in said primary engine, a compressed air for both the primer motors and the air compressor. mixing device, which means independent regulating means for regulating the air and fuel ratio for each primary motor and the heat exchanger without regard to the fuel ratio for the other.

Re-application device according to any one of the preceding patent claims, provided with a device regulating the outlet pressure of air and flammable gases from the device.

7. A heating device according to claim 1, comprising a heat exchanger, a primary engine, a fuel device which supplies fuel to both the primary engine and the heat exchanger, a splitting air fuel regulating device for the primal engine and the heat exchanger, the primary engine compressing the air engine. for driving both the primary motor and the heat exchanger.

Heating device according to any one of the preceding claims, provided with a device consisting of a cooling fan for the engine blowing air, which is to be heated by the heat exchanger, over the heat radiating surfaces of the latter, whereby the heat from the engine is distributed and supports the heat from the heat exchanger.

A dispensing device according to claim 1, comprising a yarm exchanger and a primary motor and an air moving device, e.g. a fan, driven by the primer motor and load ambient air Over the heat exchanger, a compressor device connected to the primer motor, a device in connection with the primer motor and responsive to high pressure and automatically regulating the speed of the primer motor in accordance with the altitude at which it operates, whereby the compression and velocity automatically sync.

Heating device according to any one of the preceding patent claims, provided with a device comprising a magnetic apparatus, which forms a branch igniting device for both the heat exchanger and the primary motor substantially simultaneously, whereby the housing ay one. special distributors are eliminated.

A heating device according to any one of the preceding claims, comprising a two-stroke internal combustion engine, a device for compressing the air, an industry device for the engine and the hydraulic exchanger, said industry device using air pressure conductive fuel from the industry device and the heat exchanger. fuel for the heat exchanger is taken from the engine, and a device in connection with the heat exchanger regulates the exhaust pressure, whereby a usable pressure can be maintained in the heat exchanger regardless of the atmospheric pressure radiating at its outlet.

12. A heating device according to any one of the preceding patent applications, comprising a two-stroke supercharged auxiliary motor, a device connected to this motor generating an air pressure, an accumulator device receiving this air pressure, a free-standing accumulator device for the motor-conducting device, device conducting from the accumulator to the heat exchanger, whereby air from the accumulator is led to the heat exchanger, a branch device supplying both the accumulator and the motor, the branch device supplying fuel to each of the air conducting devices emanating from the accumulator and the heat exchanger the motor and to the outer heat exchanger regulating device, whereby the mixture for each can be varied independently of the mixture for the other.

13. Heating device as claimed in any of the foregoing patent claims, provided with a device in connection with the heat exchanger regulating the exhaust pressure, whereby the pressure of the air in the system can be maintained at predetermined values.

A heating device according to any one of the preceding patent claims, provided with a conduit device for the engine outlet, an overlying jacket surrounding the conduit for fuel to the heat exchanger, said outlet conduit and this overhead jacket being connected, whereby hot engine exhaust gases preheat the fuel for heating. the jacket of the heat exchanger.

15. A heating device according to any one of the preceding patent claims, provided with a conduit device from the inlet to the engine cylinder bore is inclined to a bearing adjacent the heat exchanger jacket, whereby hot air is introduced through the inlet to heat the engine. Stockholm 1948. Kungl, Boktr. P. A. Norstedt & Muer 480089 - / - ‘5717 (nr111-1 [7 -c zor srg JL- •,„ s • 11), 17,4 .o, N 15. s., MM.o,

16. I WAN: ANN Nt A477 4977 1.4, ••• pri3093020: 4: 2%. / 7/1111! GENERAL STAFF UTOGR. INSTITUTION