SK932004A3 - Two-cycle piston combustion engine with high efficiency working without vibrations - Google Patents

Abstract

The highly efficient two-stroke piston combustion engine working without vibrations is a multi­cylinder engine with perfectly balanced inertial forces and torques by means of a specific arrangement of the cylinders (25) and of the pistons (9) and a rolling crank mechanism for the transmission of the rectilinear reciprocating piston (9) motion to rotary, and its high efficiency is reached via the controlled gas flow inside the cylinder (25) carried by the tangentially positioned suction chamber (24) with the clack-valve (15), by the floating piston (9) with the scavenging port (14) in piston head, the short circuit valve (13), the exhaust valve (21) and the exhaust chamber (22), further thereby, that all the valves (13), (15), (21) works automatically; the clack-valve (15) and the short circuit valve (13) are controlled by the pressure difference and the exhaust valve (21) is controlled by the control piston (27).

Description

Two-stroke, high-efficiency reciprocating internal combustion piston engine

Technical field

The invention relates to two-stroke gasoline and diesel internal combustion engines with a reciprocating reciprocating piston.

BACKGROUND OF THE INVENTION

Today's two-stroke engines have a number of drawbacks:

The two-stroke reciprocating cylinder has an imperfect filling of the cylinder, as the exhaust port is open for the entire time the mixture is passed. Part of the fresh mixture escapes with the flue gas into the exhaust, and paradoxically, part of the burnt gas remains in the cylinder. Therefore, today's two-stroke engines have a power of only 1.6 to 1.7 times the power of a four-stroke engine, although theoretically they should double the power. For the same reasons, the two-stroke engine has a high specific fuel consumption and uneven low-speed operation.

To date, a two-stroke engine that does not have the above drawbacks is not known.

The gas flow in the engine is chaotic, uncontrolled. Upon suction, the mass of gas accelerates, but when the gas is compressed in the crankcase, its velocity stops. On discharge, the mass of gas accelerates again, but when compressed in the cylinder it stops again, although in the exhaust cycle the burnt gases need to be accelerated again to remove them from the cylinder. Acceleration and deceleration of the gas mass during each revolution results in a significant loss of kinetic energy.

Unidirectional filling of the cylinder and controlled gas flow within the cylinder are not known so far. Today's engines cannot be perfectly balanced, so they shake or vibrate. Part of the power is consumed to oscillate the entire engine mass, causing losses and higher specific fuel consumption. A motor operating without vibration is not yet known. Only methods are known to reduce existing vibrations or limit their transmission.

The force acting on the piston at the piston pin decomposes into a component acting in the direction of the connecting rod axis and an undesirable component that presses the piston onto the cylinder wall. This unwanted force component increases the friction between the piston and the cylinder wall, causing heat loss and increasing the lubrication and cooling requirements of the piston.

The size, direction and meaning of this force component is constantly changing and tends to tilt the piston in the cylinder around the piston pin. Therefore, the piston is much higher and heavier than necessary. Higher weight causes losses, as more energy is used to overcome inertia forces.

In the lower eye of the connecting rod, the force transmitted here is further broken down into a radial component and a component acting in the direction of the connecting rod axis. This impairs the efficiency of the power transmission when converting reciprocating motion to rotational motion. To date, it is not known to convert a reciprocating piston into a rotary piston which has a higher efficiency than a conventional connecting rod crankshaft.

If the engine has intake or exhaust valves, a camshaft requiring a drive from the engine is required to operate it, consuming some power.

To date, valve control without camshaft and drive is not known.

Automatic adjustment of valve timing and lift rate according to instantaneous engine speed and load requires sensors and complex electronic equipment. This known solution is expensive to manufacture.

To date, it is not known to automatically control the timing and stroke rate of the valves according to the instantaneous load and engine speed, which works without electronics and without servomotors.

These drawbacks are overcome by the invention described below.

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SUMMARY OF THE INVENTION

The two-stroke, high-vibration reciprocating internal combustion piston engine is a multi-cylinder engine with a linear reciprocating piston, depending on diesel, petrol or gas.

The vibration-free operation of the motor is achieved by having the motor perfectly balanced with all inertial forces, i. all the rotational and shear forces, as well as all the moments arising from the motion of matter, at any moment.

The balancing of the shifting forces is that the pistons move in opposite directions and at the same time they have the same speed, i. j. they accelerate and decelerate simultaneously and the sum of the masses of the pistons moving in parallel is the same as the sum of the masses of the pistons moving in opposite directions. The balancing of the rotational moments consists in that the balanced row of cylinders has cylinders positioned symmetrically to their central transverse plane. The resulting moments annul each other, because at each moment they have the same size, but the opposite sense.

The same speed of the opposing moving pistons is ensured by the rolling crank mechanism.

The rolling crank mechanism consists of an internal gear ring which is fixedly fixed in the crankcase, a half-toothed satellite as a ring, the ring with the ring in constant engagement, the cranked shaft on which the satellite is fixed, the carrier in which the shaft is cranked a rotatable, main shaft which is fixedly connected to the carrier and a piston rod with an eye which is mounted on the crankshaft pivot.

High engine efficiency is achieved both by the rolling crank mechanism, as well as the direct filling and flushing of the cylinder and the controlled flow of gases within the cylinder, and by having automatic inlet, bypass and exhaust valves, requiring no drive from the engine.

The particular position of the cylinders is that the two-cylinder engine has cylinders positioned opposite each other and the multi-cylinder engine has cylinders arranged either in-line or opposed, or in V or U, with the cylinders in one row being symmetrical to the median perpendicular plane of this row of cylinders. The relative position of the pistons located in one row of cylinders is opposed, i. such that at each moment their relative position is given by an angle difference of 180 °. The total mass of the pistons moving in parallel is the same as the total mass of the pistons moving in opposite directions.

The engine of the present invention comprises a device for directing and flushing the cylinder and for controlling the gas flow in the engine, which is accomplished by having a floating piston that is not attached to any part of the engine and has a mixture or air leak in its bottom. has a relief valve which is fixed at the end of the piston rod, has a control piston for controlling the exhaust valve, has a centrally located exhaust valve in the head of each cylinder which is rigidly connected to the control piston by means of pull rods, has one or more intake chambers in each cylinder which open into the cylinder tangentially and a suction valve is provided in each suction chamber.

The engine according to the invention can advantageously be designed such that the interior of the piston is funnel-shaped, the compression chamber is funnel-shaped, the cylinder head has an exhaust chamber with a tangentially located outlet, the suction valve is a flap, or a non-return flap,

J has a dosing pump for floating piston lubrication consisting of pump body, ball and stop pin, the lubricating oil being guided through the tube into the cylinder through capillary holes, having separate lubrication of the exhaust valves consisting in that oil from a separate reservoir is conveyed by the pump into the annular groove in the exhaust valve bed and heated oil is led through the radiator and filter back into the reservoir, has a device for automatic ignition advance or diesel pre-injection for both sense of rotation, consisting of a alternator with short turns, rotor fixed to the shaft on which is mounted a gear that engages a segment that is held by the springs in the home position.

The engine according to the invention does not have the drawbacks that are common in traditional two-stroke engines. It works without vibration and is more even than the four-stroke engine, even at low revs.

It works as clockwise or clockwise, depending on which direction it starts, without changing the timing setting or setting the valve lift rate. This is particularly advantageous for boats and busy vehicles as they do not need a reverse gearbox for reverse operation.

When comparing the engine of the invention with a conventional four-stroke engine of equal volume and speed, the engine of the invention has twice the power and high torque, lower specific fuel consumption per unit of power because it has higher efficiency, lower specific gravity per unit of power. %, lower building height and occupies less space.

An engine with opposed cylinders can also be of extremely low height, e.g. the engine with a displacement of 3000 cm ³ is only 18 cm high and can fit under the rear seat of a passenger car or in the wing of a propeller aircraft without disturbing the airflow passage of the wing.

The most preferred embodiment of the engine of the present invention is an eight or eight-cylinder diesel or gasoline engine with 90 ° V-cylinder arrangement, as it occupies the smallest space, has the lowest specific weight and the lowest production cost.

For low-speed marine engines with a large displacement, it is advantageous to arrange the cylinders in U so that the cylinders are in a vertical position.

Conventional construction materials and conventional manufacturing equipment are used to manufacture the engine of the present invention. Series production of these engines is considerably cheaper because the engine is simple - it has no connecting rod, no camshaft, rocker arms or camshaft gear, and it does not need drive, electronic equipment, sensors or servomotors to control the valves. The engine of the present invention produces less harmful pollutants than today's four-stroke engines, since the floating piston lubrication uses ecological oil dosed by the metering pump and the lubrication of the piston and exhaust valves that come into contact with the flue gas is separate from the lubrication of other moving parts of the engine.

A disadvantage of the engine according to the invention is that it is not suitable for the construction of very small engines with a total cylinder capacity of up to 800 cm ³ , and that it must have a separate output shaft in addition to the main shaft to design the rolling crank mechanism.

The terms working space, suction space, floating piston, control piston, flap, intake chamber and exhaust chamber are explained in the Examples.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 01 Principal drawing of a three-cylinder engine

Fig. 02 Principal drawing of a four-cylinder in-line engine

Fig. 03 Graph for comparing piston speeds with crankshaft and connecting rod and with rolling crank mechanism

Fig. 04 Demonstration of force distribution and comparison of cylinder height for traditional and rolling crank mechanism

Fig. 05 Principal drawing of the rolling crank mechanism

Fig. 06 Progress of the piston movement according to the rotation of the main shaft

Fig. 07 Principal drawing of rolling crank mechanism with cranked shaft for engine with cylinders up to V 90 °

Fig. 08 Principal drawing of an eight-cylinder U engine with output shaft

Fig. Example of full balancing of the rolling mechanism

Fig. 10 Floating piston - construction example

Fig. 11 Floating piston with bypass valve in closed position

Fig. 12 Floating piston with bypass valve in open position

Fig. 13 Relief valve spring holder - example

Fig. 14 Suction and work area

Fig. 15 Example of flap positioning in suction chamber

Fig. 16 Flap in fully open position

Fig. 17 Tangential position of suction chambers

Fig. 18 Example of an exhaust valve, compression chamber and exhaust chamber

Fig. 19 Control piston - example

Fig. 20 Exhaust valve and its control

Fig. 21 Illustration of the process of the process from intake to exhaust

Fig. 22 Oil metering pump

Fig. 23 Lubricating a floating piston

Fig. 24 Lubricating the exhaust valve

Fig. 25 Alternator with short stator

Fig. 26 Drive for automatic ignition advance control for both sense of rotation. A Image for annotation

DETAILED DESCRIPTION OF THE INVENTION

The function of the engine according to the invention and its parts is explained in the examples. At the same time we explain the meaning of the terms used.

The two-cylinder engine (not shown) has cylinders located opposite each other on one axis and the pistons move in opposite directions. No torque is generated and the shear forces are canceled.

In FIG. 01 is the diameter of the central cylinder by a multiple of the square root of 2 larger than the diameter of the outer cylinders so that at the same height of the pistons the mass of the middle piston is twice the mass of the extreme piston. The pistons have the same stroke and their speed is the same at every moment, but the sense of movement is opposite - the pistons move with an angle difference of 180 °. They accelerate and slow down simultaneously, so the sum of all shear forces is zero.

The central piston does not generate any torque on the engine mass. The rotational moments arising from the movement of the masses of the end pistons cancel each other, since these moments are of the same magnitude at all times, but the opposite sense. An engine with different cylinder diameters is impractical for production, given only as an example to explain how to fully balance the engine.

The four-cylinder inline engine of FIG. 02 has the same diameter of all cylinders and the pistons have the same stroke. Since the movement of the pistons in the inner cylinders is opposite to the pistons in the outer cylinders, the shear forces and the rotational moments are also canceled.

For V-cylinder engines, the angle of vision does not matter, as each cylinder series is balanced separately.

In FIG. 03 compares the piston speed when using the crank mechanism with the connecting rod and using the rolling crank mechanism, in the example with particular dimensions. The graph shows that the piston travels from mid-stroke to top dead center ´ and back when the crankshaft is rotated by 160.8 °, but the piston makes the same path towards the bottom dead center and back when the crankshaft rotates by 199.2 °. The different speed of the piston around the top dead center (LO) and around the bottom dead center (LO) makes it impossible to fully balance the engine with the connecting rod. The engine of the present invention therefore does not have a connecting rod.

In FIG. 04 compares the traditional and rolling mechanism in terms of force distribution as well as cylinder height. Since the lateral force Fb is zero, the friction of the piston against the cylinder wall is substantially lower. The force transfer is more efficient because the force F acting on the piston is transmitted without decomposition, ie F _a = F. Although the stroke, diameter and position of the piston from the DGR (marked X) are the same in both cases, angle α f β ·

For moments:

M = Fa. Ref, where M is the instantaneous torque,

F _a is the immediate active component of force F

Ref is the effective radius

Mathematically, it can be shown that the sum of all the moments ΣΜ transmitted during one revolution is greater when the rolling mechanism is used, and thus this mechanism has a higher efficiency than the traditional crank mechanism.

It can be seen from the figure that the construction height of the engine according to the invention is lower than that of a conventional engine.

The wreath 1 in FIG. 05 is fixed (non-rotatable) into the crankcase. The diameter of the pitch circle of the ring gear 1 coincides with the stroke of the piston 9. A satellite 2, which is fixedly connected to the crankshaft 6, is rolled on the inner toothing of the rim 1. The eye 7, the piston rod 8 and the piston 9 only perform a linear reciprocating movement. The main shaft 5 with the carrier 4 only performs rotational movement.

FIG. It can be seen that the movement of the piston is exactly sinusoidal. Therefore, the speed of the piston in the vicinity of DGR and in the vicinity of DGR is the same. The equation holds

H (a) ~ R (1 - cos a), where H (a) is the instantaneous stroke of the piston depending on the angle of rotation of the main shaft

R is the radius of the circle of the rim and is the angle of rotation of the main shaft.

The rolling crank mechanism of FIG. 07 with double cranks of crankshaft 6 is advantageous for V-cylinder engines with 90 ° branching, because one crankshaft 6 serves simultaneously for two pistons 9.

The disadvantage of the rolling crank mechanism is that the main shaft 5 cannot be continuous (see Fig. 08), therefore the motor has a separate output shaft 30. Power from the main shafts 5 is transmitted to the output shaft 30 by means of gears 29.

However, the advantage is that the balancing weights 3 for balancing the rotational forces (see Fig. 09) also partially replace the flywheel. An eight-cylinder or multi-cylinder engine is so uniform that it does not need a flywheel.

In FIG. 10,11 and 12, the floating piston 9 is shown. The bottom of the floating piston 9 has a leakage hole 14 which serves to pass the mixture or air from the suction chamber 19 into the working space 17 of the cylinder 25 - see FIG. 14. This at the same time provides excellent cooling of the floating piston 9. The floating piston 9 rests on a leakage valve 13 which is fixedly connected to the piston rod 8. On the projections 10 a holder 11 is placed on which the spring 12 rests. connected to any engine component. Its position is determined by the relief valve 13 and the gas pressure difference in the intake chamber 19 and the working space 17. The spring 12 determines the opening rate of the relief valve 13 and accelerates its closing. The floating piston 9 may have a very low construction since the floating piston 9 is not subjected to lateral forces. An embodiment of the spring holder 11 is shown in FIG. 13th

The working space 17 (see FIG. 14) is the space within the cylinder 25 between the floating piston 9 and the head 26 or the exhaust valve 21, independently of the immediate position of the floating piston 9. The working space 17 also includes a compression space 20.

The suction chamber 19 is the space within the cylinder 25 defined by the floating piston 9 and the control piston 27. The suction chamber 19 also includes the suction chambers 24.

The flap 15 is a suction valve or non-return flap that is self-resilient or by a strip 16 pressed against the suction opening of the suction line 18 - see FIG. 14, 15 and 16. The flap 15 operates automatically. The moment of opening and closing of the flap 15 depends on the pressure difference in the suction line 18 and in the suction space 19 of the cylinder 25. It acts as a non-return valve, the gas only permits one direction, i.e. toward the cylinder 25. The opening rate of the flap 15 depends on the speed and pressure of the gas, therefore the timing and stroke of the flap are directly dependent on the speed and load of the engine. Flap 15 does not need engine drive or lubrication.

The intake valve may be of another design, but if it has moving parts, then it must have lubrication, timing and drive from the engine.

The control piston 27 serves to control the exhaust valve 21, with which it is fixedly connected by the rods 28 and the bridge 50 - see FIG. The control piston 27 therefore has the same stroke as that of the exhaust valve 21. The exhaust spring 51 holds the exhaust valve 21 in the closed position and thereby simultaneously holds the control piston 27 in the home position. The exhaust valve 21 is subjected to the gas pressure in the working space 17 of the cylinder 25. The control piston 27 is subjected to the pressure in the intake chamber 19. The control piston 27 is moved towards the crankcase when the pressure in the intake chamber 19 exerts a greater force on the control piston 27. such as the sum of the force applied to the exhaust valve 21 in the work space 17 and the biasing force of the exhaust spring 51. The displacement of the control piston 27 simultaneously opens the exhaust valve 21.

The suction chamber 24 serves to direct the flow of the suction gas and to locate the flap 15. In FIG. 17, two suction chambers 24 are drawn which open into the cylinder 25 tangentially. This location causes the intake gas in the cylinder 25 to rotate - see also FIG. 14. This rotational flow, due to the inertia of the gas mass, does not stop even after the suction has ended and continues the next time the mixture is compressed in the intake chamber 19, during leakage, compression and expansion in the working space 17 and lasts during the exhaust. The shape of the floating piston 9, the bypass valve 13 and the exhaust valve 21, the compression chamber 20 and the exhaust chamber 22 are adapted to this rotational movement. The flow of gases during all cycles is rotational and runs in one direction - from intake to exhaust.

The exhaust chamber 22 (see FIGS. 18 and 20) with a tangentially located orifice 23 also supports gas rotation downstream of the exhaust valve 21. At the same time, it allows cooling of the hot exhaust gases having a temperature of 800 to 900 ° C. Cooling the exhaust gas immediately downstream of the exhaust valve 21 is of great importance since it reduces the leading edge of the pressure wave that occurs when the exhaust valve 21 is opened. The pressure wave passes through the exhaust system at a sound speed of up to 600 m / s at given pressure and heat ratios. A shock wave shall be reflected from the end of the exhaust pipe. In traditional engines, the reflected wave returns to the exhaust valve or exhaust duct before closing. Therefore, the vacuum generated after the escaping exhaust gas ceases. Even partial cooling of the exhaust gases results in a considerable reduction of the pressure wave leading edge, as its temperature dependence is exponential.

In FIG. 21 shows a cylinder 25 with a floating piston 9 in various positions. The figure below explains the process of the cylinder 25. The example applies to a gasoline engine. Location A

The piston rod 8, the bypass valve 13 and the floating piston 9 are moved as one unit towards the H1. The vacuum in the suction chamber 19 opens the flaps 15 (only one is drawn) and the mixture flows from the suction line 18 to the suction chamber 19. At the same time, the previously sucked mixture is compressed in the working space 17.

Location B

The figure shows the floating piston 9 in the DGR. The mixture was ignited in the compression chamber 20 shortly before the DGR, after its burning the temperature rises to about 2500 ° C and the pressure to about 500 kPa. Although combustion takes place very quickly - in less than 1 thousandth of a second - its course needs to be addressed because it has a considerable effect on engine operation and performance. The gas in the compression chamber 20 rotates at a considerable speed before ignition and during combustion. The peripheral speed of the gas rotation may also be higher than the burning rate. The centrifugal force causes the center of gravity of the gas mass to lie not in the middle of the cylinder 25, but on a circle near the housing, so it is advantageous to place the spark plug just on the circumference of the housing. The combustion continues from the candle in the direction of gas rotation and burns to the center of the compression chamber 20. In this method of combustion, an anti-knock gap is not needed, since the combustion resists self-ignition even at a high degree of compression.

Meanwhile, suction continues in the suction chamber 19 due to the inertia of the mixture flow. The flap 15 is open. The suction ends 20 to 35 ° after the DGR, according to the instantaneous speed and the engine load.

Position C shows the working cycle. The piston 9, together with the relief valve 13, is pushed towards the DU by the pressure of the gases. At the same time, the previously aspirated mixture is compressed in the suction chamber 19. In the working space 17, both pressure and temperature are reduced as a result of the expansion of the combustion gases, while in the suction space 19, both the pressure and temperature are increased.

Location D

The illustration shows the discharge and exhaust. About 55 to 50 ° in front of the DP, the pressure in the intake chamber 19 is increased by moving the piston 27 towards the crankcase. At the same time, it opens the exhaust valve 21. Opening the exhaust valve 21 results in a pressure drop in the working space 17 and decreases so that the pressure in the suction space 19 is greater than the pressure in the working space 17. The difference in these pressures causes movement of the floating piston 9 is slowed relative to the release valve 13, i there is a gap between the piston 9 and the relief valve 13. This is dismissal. The mixture flows from the intake chamber 19 to the working space 17. The gas movement is unidirectional, spirally rotating. At the same time, the exhaust takes place in the working space 17 via the open exhaust valve 21 by spiraling the flue gas in the same sense of rotation.

Shortly after opening the relief valve 13, i. j. Even during the discharge, the exhaust valve 21 begins to close because the pressure in the intake chamber 19 drops sharply after the discharge valve 13 is opened. Before the pressure equalization in the intake chamber 19 and the working space 17, the exhaust valve 21 is closed by the force of the exhaust spring 51. This ensures that the fresh mixture does not leak into the exhaust because the exhaust valve 21 closes just before the pressure equalization. The bypass valve 13 closes a little later, almost simultaneously with the exhaust valve 21. This self-timing method for both the bypass valve 13 and the exhaust valve 21 ensures that the opening and closing times of the valves 13, 21 as well as their opening rate depend on the instantaneous pressure and gas velocities, ie at instantaneous load and engine speed.

The floating piston 9 cannot be lubricated in a conventional manner and the addition of oil to the fuel is non-ecological. The oil metering pump 31 of FIG. 22 serves to lubricate the floating piston 9. The ball 32 in the body of the metering pump 31 has a limited stroke by the stop pin 33. The metering pump 31 is immersed in the lubricating oil. The oil from the outlet 35 is led through the tube 36 to the cylinder 25 through the capillary holes 37 (see Fig. 23), which are located at about 3/8 of the lift height from the DU. The vacuum lifts the ball 32 and the oil flows into the cylinder 25, but under overpressure the ball closes the inlet 34 and thereby prevents backflow. A small amount of oil is required to lubricate the piston 9, e.g. for a cylinder 25 having a displacement of 300 cm ³ , only 0.15 mm ^{3 of} oil per stroke, i.e. about 0.00011 grams, is required. Therefore, the ball 32 has a diameter φ of only 3 mm and its stroke is limited to 0.4 mm and the capillary holes 37 have a diameter of only 0.2 mm.

This lubrication ensures oil dosing according to the vacuum level for each stroke, ie dosing according to engine speed and load. At the same time, it allows separate lubrication of the piston 9 and the use of ecological two-stroke oil, which burns with the fuel during the work cycle without increasing harmful emissions.

The exhaust valve 21 does not need lubrication from above, only its stem needs to be lubricated - see FIG. 24. This makes it possible to use separate lubrication from a separate reservoir 42 by means of an oil pump 39, which need not be set to high pressure. The amount of oil is important for the lubrication and cooling of the exhaust valve 21. Since only this oil comes into contact with the flue gas, it is sufficient to cool and filter only this oil in the cooler 40 and in the filter 41.

The engine of the invention can operate in any sense of rotation, depending on which direction it starts. Changing the sense of rotation does not change the automatic timing or lift rate of the valves 13, 15, 21, since they are all controlled by the instantaneous gas pressure.

If the engine is to operate in both sense of rotation, it is advantageous to use a device for automatically controlling ignition advance or diesel injection for both sense of rotation. FIG. 25 and 26. The stator of the alternator 44 is driven by a motor, is rotatably mounted, and on its poles are threaded for a short time. The rotor 43 is mounted on the shaft 45. The rotor 43 forms a permanent magnet. In the stator threads 46, a current is induced to rotate the rotor 43, but this is prevented by a spring 49 on the segment 48 with which the rotor 43 engages via the gear 47. The deflection of the segment 48 from the middle position has a linear course for both senses of rotation. the stator torque acts in the same way as the motor rotates and is proportional to the motor speed. The springs 49 also have a linear characteristic.

Industrial usability

The engine of the present invention has a wide range of applications. It is intended to be used wherever conventional four-stroke or two-stroke engines have been used so far, i. as a propulsion unit for cars and trucks, aircraft, locomotives and ships, or as stationary engines to power various units.

The feasibility and functionality of the invention has been proven because the engine according to the invention was constructed by the inventor as a functional model and its properties have been verified.

Claims (6)

PATENT CLAIMS 1. A high efficiency, vibration-free two-stroke internal combustion piston engine is a multi-cylinder, reciprocating, reciprocating piston engine based on diesel, gasoline or gas, characterized in that the cylinders (25) and the pistons (9) are spatially arranged so that wherein the two-cylinder engine has cylinders (25) opposed on the same axis and the pistons (9) are oppositely disposed and the multi-cylinder engine has cylinders (25) positioned either in-line or opposed, or in V or U, the cylinders (25) ) in one row are arranged symmetrically with respect to the median perpendicular plane of this row of cylinders (25) and the pistons (9) located in one row of cylinders (25) are oppositely positioned, i. j. their relative position at any given time is given by an angle difference of 180 °, wherein the total mass of the pistons (9) placed parallel to the total mass of the opposing pistons (9) further comprises a rolling crank mechanism for transmitting the reciprocating reciprocating movement of the piston (9). rotationally and invertedly formed by an internal gear ring (1) fixedly fixed in the crankcase by a satellite (2) having half the number of teeth as a ring (1), the satellite (2) being in permanent engagement with the ring (1) , a crankshaft (6) on which the satellite (2) is fixed, a carrier (4) in which the crankshaft (6) is mounted rotatable, a main shaft (5), which is fixedly connected to the carrier (4) and the piston rod (8) with an eye (7) mounted rotatably on the crankshaft pin (6), further comprising a device for unidirectional filling and flushing of the cylinder (25) and a controlled gas flow in the engine, comprising a suction chamber (24) opening into the cylinder (25) tangentially, wherein a flap (15) or suction valve is disposed in the suction chamber (24), of the piston (9) with a leakage hole (14) for passing the mixture or air formed in the bottom of the piston (9), a relief valve (13) mounted at the end of the piston rod (8), an exhaust valve (21) located centrally in the head (26), and an exhaust chamber (22) with a tangentially located orifice (23), the piston (9) is a floating piston that is not attached to any engine component. Engine according to claim 1, characterized in that a control piston (27) is provided in the cylinder (25) for the automatic control of the exhaust valve (21) with which it is fixedly connected by means of the rods (28) and the bridge (50). An engine according to claim 1, characterized in that the inner space in the piston (9) and the compression space (20) are funnel-shaped. An engine according to claim 1, characterized in that it has a metering pump (31) for lubricating the floating piston (9), comprising a metering pump body (31), a ball (32) and a stop pin (33), the cylinder (25) being provided with a tube (36) for guiding the lubricating oil through the capillary holes (37) Engine according to claim 1, characterized in that it has a device for separate lubrication of the exhaust valve (21), comprising a reservoir (42), an oil pump (39) for conveying oil to the annular groove (38) in the exhaust valve seat (27). (52) and filter (41). Engine according to claim 1, characterized in that it has a device for automatically controlling the ignition or diesel injection for both senses of rotation comprising a short-circuit alternator (44), a rotor (43), a shaft (45), a gear (47), segment (48) and springs (49), the rotor (43) and the sprocket (47) being mounted on the shaft (45) and the sprocket (47) engaged with the spring-loaded segment (48) (49) held in the home position.