Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
  • F01C9/00—Oscillating-piston machines or engines
  • F01C9/002—Oscillating-piston machines or engines the piston oscillating around a fixed axis
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the invention is a two-stroke rotary piston internal combustion engine according to the preamble of claim 1.
• the present internal combustion engine is based on the principle of the oscillating piston engine and can be used in particular as a stationary small engine or as a vehicle engine.
• the invention has for its object to provide a Schwenkkol ben- Brennschraf aschi ne, which is simple in construction and works very effectively.
• the present internal combustion engine works only with a pivoting piston, which is achieved by the device according to the invention for converting the pivoting movement into a rotational movement by means of the lever, the connecting rod and the crankshaft, the lever serving as a counterweight and thus the problem of mass balance is solved.
• Another embodiment of the present internal combustion engine makes it possible to change the cross section of the exhaust duct and the compression ratio during operation as a function of load and speed. It is thereby achieved that the performance characteristics can be designed favorably over the entire speed range and the specific consumption and the exhaust gas values are optimized.
• the conventional two-stroke engines can only be operated within a narrow speed range with optimal gas exchange.
• the low speed regions on the other hand, there is a lack of power and at high speeds, the specific consumption increases sharply.
• the reason for this is that the cross-sectional area of the exhaust duct allows the burnt gases to flow out quickly only within a predetermined resonance range and, in cooperation with the exhaust system, enables the combustion chamber to be filled with fresh gas which has overflowed.
• the cross-sectional area of the outlet duct is therefore adapted to the amount of exhaust gas by means of a roller slide valve. This means that, starting from a small cross-section at low speeds, the cross-sectional area can be continuously adapted analogously to the increasing speed.
• the present internal combustion engine achieves the same effect by rotating the cylinder.
• the cylinder is rotated in a speed-dependent manner within two extreme positions by means of an electric motor, negative pressure or centrifugal force.
• the size of the compression chamber can also be adjusted to the degree of filling, which enables compliance with low exhaust gas and consumption values in all operating states.
• FIG. 5 shows a front view of the internal combustion engine with variable control times, cut in the area of the combustion chamber
• FIG. 6 is a front view of the internal combustion engine Fig. 5 with the cylinder rotated
• FIG. 7 is a front view of the internal combustion engine FIG. 5 with the piston pivoted
• FIG. 8 is a front view of the internal combustion engine FIG. 6 with the piston pivoted
• FIGS. 5 to 8 are plan views of the internal combustion engine FIGS. 5 to 8,
• FIGS. 5 to 9 shows a schematic diagram of the internal combustion engine FIGS. 5 to 9
• Fig. 1 shows the internal combustion engine from the front with a cut motor housing 1, which is designed as a hollow cylinder.
• the shaft 3 In the cylinder axis 2, the shaft 3 is arranged, which is mounted in a suitable manner in the front and rear cylinder covers 4 and 5 (FIG. 3).
• the segment-like pivoting piston 6 is fixed on the shaft 3 and rotatable with it.
• a stationary separating segment 7 is also provided in the cylindrical motor housing 1.
• This design of the motor housing 1 creates two cavities which are closed off from one another, namely the combustion chamber 8 and the precompression chamber 9, the meaning of which will be explained below.
• the separating segment 7 is connected to the wall of the motor housing by means of the screws 10 and 11, the inside of the separating segment 7 being in close contact with the shaft 3.
• the sealing elements are designated 12 and 13.
• the pivoting piston 6 is sealed by means of the sealing elements 14 and 15 against the inner wall of the cylindrical motor housing 1.
• the spark plug 16 projects into the combustion chamber 8.
• the shaft 3 has a channel-shaped recess, namely the overflow channel 17. In the wall of the engine housing 1, the inlet channel 18 for the fuel mixture and the outlet channel 19 for the exhaust gases are also provided.
• Fig. 1 shows all engine parts in the correct ratio.
• the arc length of the segment-shaped pivoting piston is approximately 100 °.
• the swiveling range of the swiveling piston 6 is also approximately 100 ° degrees of arc, that is, the front edge 20 of the swiveling piston 6 reaches approximately " to the imaginary line 21 hollow, as indicated by reference numeral 22.
• the oscillating movements of the pivoting piston 6 are transmitted to the output shaft by means of a connecting rod and a crankshaft, the geometry of which is essential for the functionality of the engine. This is explained with reference to FIG. 2.
• the motor housing 1 is not shown in FIG. 2. It lies with respect to the shaft 3 in front of the crank mechanism, as can be seen from Fig.l.
• the lever 23, which can be pivoted in the same rhythm as the pivoting piston 6, is indicated by the double arrow 24.
• one side of the connecting rod 25 is articulated, while the other side of the connecting rod 25 is rotatably seated on the crankshaft.
• Two flywheels 26 are arranged in a known manner on the output shaft 27.
• the output shaft and thus the flywheels rotate in the direction of arrow 28.
• the common axis point 31 is moved clockwise on the circle 32.
• FIG. 3 shows a horizontal section through the internal combustion engine for further clarification of the invention.
• the ignition device can be provided on the output shaft 27. Since this technique is generally known, it need not be explained in more detail here.
• FIG. 4a the motor housing 1 with the swivel piston 6 is shown.
• the explanation begins with FIG. 4a and continues clockwise over FIGS. 4b to 4d, as indicated by arrows 35 to 38.
• the pivoting piston 6 In the position of the pivoting piston 6 according to FIG. 4a, the compressed fuel mixture is ignited in the combustion chamber 8. Since the inlet channel 18 is open, fresh fuel mixture can flow into the pre-compression chamber 9, as indicated by the arrows 39. Due to the ignition, the pivoting piston 6 is pivoted counterclockwise and closes the inlet channel 18, as can be seen from FIG. 4b, while the outlet channel is gradually opened.
• the overflow channel 17 is pivoted in the area of the combustion chamber 8, so that the pre-compressed fuel mixture can flow into the combustion chamber 6 from the pre-compression chamber 9.
• the dimensions of the pivoting piston 6 and the outflow channel 19 are selected such that the exhaust gases begin to flow out before the pre-compressed mixture can flow into the combustion chamber 8. This results in a better expulsion of the exhaust gases and ensures that as little fresh mixture as possible flows out. These conditions can be made even more favorable by the fact that the residual space 40 remaining in the left end position of the pivoting piston 6 (line 21 in FIG. 1) is still relatively large, so that the overpressure prevailing there is sufficient but not so great that a considerable proportion of the pre-compressed fuel mixture could escape through the outlet channel 19.
• FIG. 4c shows the left end position of the pivoting piston 6.
• the inlet channel 18 is completely closed and the outlet channel 19 is opened to the maximum.
• the overflow channel also has its largest flow opening from the remaining space 40 into the combustion chamber 8.
• the pivoting piston 6 now begins to swing back again and, in the position according to FIG. 4d, causes the inflow channel 18 and the outflow channel 19 to be completely closed and the overflow channel s 17.
• the fuel mixture is compressed in the combustion chamber 8 until it is ignited in the situation according to FIG. 4a. From then on, the processes described are repeated.
• REPLACEMENT LEAF Fig. 5 shows a variant of the engine, which it enables ⁇ , the outlet area and the size of the method seal chamber to change during operation in front view with cut cylinder 1.
• the cylinder 1 is connected via a hollow shaft 44 (Fig. 9 , 10), in which the shaft 3 is mounted, rotatably connected to the crankcase 42.
• the angle of rotation of the hollow shaft 44 and thus of the cylinder 1 is limited to approximately 5 ° by suitable stops.
• the cylinder 1 is rotated by a drive (not shown in more detail) for which an electric motor is particularly suitable, but also a drive by centrifugal force of the flywheel or vacuum of the intake manifold.
• the oscillating piston 6, which is in the top dead center position, has an oversize 46, which must not be smaller than the angle of rotation of the cylinder 1, since a tight closure of the outlet channel 19 would otherwise no longer be guaranteed after the rotation of the cylinder 1 .
• the cross-sectional area of the inlet duct 18 must not be impaired by the cylinder movement, which is why the inlet duct 18 and the outlet duct 19 must be spatially separated from one another.
• a membrane 41 as is also used in two-stroke reciprocating piston engines, enables the inlet channel 18 to be laid in the separating segment 7 designed as a cylinder head.
• the further construction corresponds to the internal combustion engine described in FIGS. 1 to 3.
• FIG. 6 shows the motor with the same position of the pivoting piston 6 as in FIG. 5, but the cylinder was turned by 5 ° C to the right, recognizable by the two edges of the pivoting piston 6.
• the compression space 8 was thereby reduced, which at low speeds and the associated low degree of filling due to the increased compression pressure allows more effective combustion.
• Outlet channel 19 and overflow channel 17 are at a maximum
• Cylinder 1 is fixedly connected to hollow shaft 44, which in turn is rotatably mounted in crankcase 42.
• the shaft 3, which connects the pivoting piston 6 to the lever 23, is mounted in the hollow shaft 44.
• a sufficiently large recess 45 must be provided in the hollow shaft 44.
• the output shaft 27, which is connected via the connecting rod 25 to the lever 23, has its bearing seat in the Hous' use- bore 46th

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=6351605

Family Applications (1)

Country Status (2)

Cited By (4)

Families Citing this family (3)

Citations (4)

Family Cites Families (3)

• 1988
  • 1988-04-08 DE DE3811760A patent/DE3811760C1/de not_active Expired
• 1989
  • 1989-04-07 WO PCT/DE1989/000213 patent/WO1989009871A1/de unknown

Patent Citations (4)

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