EP0224142A2 - Moteur à combustion interne à piston libre - Google Patents

Moteur à combustion interne à piston libre Download PDF

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Publication number
EP0224142A2
EP0224142A2 EP86115807A EP86115807A EP0224142A2 EP 0224142 A2 EP0224142 A2 EP 0224142A2 EP 86115807 A EP86115807 A EP 86115807A EP 86115807 A EP86115807 A EP 86115807A EP 0224142 A2 EP0224142 A2 EP 0224142A2
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EP
European Patent Office
Prior art keywords
piston
charge air
liquid
pump
cylinder
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EP86115807A
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German (de)
English (en)
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EP0224142A3 (fr
Inventor
Ernst Marcus
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Individual
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Individual
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Publication of EP0224142A2 publication Critical patent/EP0224142A2/fr
Publication of EP0224142A3 publication Critical patent/EP0224142A3/fr
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    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B71/00—Free-piston engines; Engines without rotary main shaft
    • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby

Definitions

  • the present invention relates to a free-piston internal combustion engine, with at least one cylinder with a double-acting working piston guided longitudinally displaceably therein, and with a charge air pump.
  • Free-piston internal combustion engines are known and are preferably used for electrical energy generation.
  • the invention solves the problem of creating a free-piston internal combustion engine in which the cylinder for forming a charge air reservoir has an outer jacket, the charge air pump has a double-acting compressor piston which is connected to the working piston via a piston rod arrangement is which charge air pump is connected to the charge air reservoir via a charge air line.
  • the cylinder 1 generally shows a cylinder 1, a liquid piston pump 2 and a charge air pump 3.
  • the reference number 60 shows a wind boiler, and a turbine is indicated by the reference number 66.
  • the preferred embodiment of the free-piston internal combustion engine contains only one cylinder 1, but several cylinders 1 operating in parallel are also conceivable for larger outputs, for example.
  • the cylinder 1 has a cylinder wall 23 and an outer jacket 11. In between, a jacket space serving as charge air reservoir 12 is formed. In this charge air reservoir 12, the cylinder wall 23 with the outer casing 11 connecting cooling fins 53 are arranged.
  • the preferred embodiment of these cooling fins 53 is shown in FIGS. 3 and 5. These cooling fins 53 are annular disks in which recesses 93 are present.
  • cooling fins 53 The embodiment of these cooling fins 53 shown is the preferred embodiment, and other configurations are also conceivable. The essential thing is that these cooling fins 53 the cylinders Connect wall 23 to the outer jacket 11.
  • the cylinder 1 is provided with outlet slots 57.
  • the arrangement of the same is shown schematically in FIG. 4.
  • the outlet slots 57 run parallel to one another and parallel to the cylinder axis. They are arranged in a pattern, as shown in FIG. 4.
  • the outlet slots 57 have different longitudinal dimensions.
  • the middle outlet slot 57 has the greatest longitudinal expansion.
  • the delivery slots located on both sides of the middle outlet slot 57 are progressively shorter, so that the two outermost outlet slots of the pattern have the smallest longitudinal extent.
  • the cylinder 1 is guided in a longitudinally displaceable manner.
  • double-acting piston 4 arranged.
  • Numeral 9 denotes the first combustion chamber
  • numeral 10 denotes the second combustion chamber.
  • the first combustion chamber 9 is connected via an inlet valve 20 designed as a non-return valve and the second combustion chamber 10 via a further inlet valve 21 designed as a non-return valve to the jacket space serving as charge air reservoir 12.
  • the axial extent of the piston 4 arranged in the cylinder 1 is obviously longer than the longitudinal extent of the longest of the outlet slots 57.
  • the axial length of the working piston 4 is, taking into account the axial length of the cylinder 1, the minimum and maximum piston stroke, the desired compression in the combustion chambers 9 and 10 and obviously the dimensions of these combustion chambers.
  • the working piston 4 is sealed at both ends by piston rings 18, 19 against the cylinder wall 23. Although only one piston ring 18, 19 schematically is drawn, it is obvious that a set of piston rings of known arrangement may be present.
  • a catalytic converter In the combustion chamber 9 there is a catalytic converter, generally designated 15, and in the combustion chamber 10, a catalytic converter generally designated 17.
  • These catalyst devices 15, 17 are lattice-shaped and consist of "cermet" or another, heat-resistant and chemically inert substance on which a substance acting as the actual catalyst, for example platinum, is applied.
  • a substance acting as the actual catalyst for example platinum
  • the cylinder end sections and the end faces of the piston are curved, but can also have other shapes.
  • the working piston 4 is firmly connected to a piston rod 7. This runs in a sealed manner through the cylinder wall 23 and the jacket 11 and is firmly connected to the piston 5 and the liquid pump 2.
  • This liquid pump 2 has two inlet valves 24, 26 and two outlet valves 25, 27.
  • the piston 5 of the liquid pump is thus also a double-acting piston.
  • the piston 5 of the liquid pump 2 is fixedly connected to the compressor piston 6 of the charge air pump 3 via a further piston rod 8. Obviously, the passage points of the piston rod 8 are sealed here by the walls of the liquid piston stem 2 and the charge air pump 3.
  • An air filter 32 is connected upstream of the charge air pump 3.
  • the charge air pump 3 has two intake valves 29, 30 and two exhaust valves 28, 31.
  • the cross-sectional area, ie working surface of the compressor piston 6 of the charge air pump 3, is larger than that of the working piston 4 or, in other words, the compressor piston 6 has one larger diameter than, the working piston 4.
  • the stroke of the two pistons 4, 6 is obviously the same.
  • the cylinder wall 23 has an inner diameter of 4 cm and the outer jacket 11 has an inner diameter of approximately 5.7 cm, and accordingly the diameter of the compressor piston 6 of the charge air pump 3 is approximately 8 cm.
  • the compressor piston 6 thus has a larger diameter than the working piston 4.
  • the liquid piston pump 2 conveys a liquid in a closed circuit, for example water with possible additives for corrosion protection, anti-freeze protection, etc.
  • the liquid conveyed by the piston 5 of the liquid pump 2 flows through the outlet valves 25, 27 into an outlet line 70.
  • This outlet line 70 has three connected to small pumps.
  • the reference number 39 designates the fuel injection pump and the reference numbers 44, 47 designate the lubricant pumps.
  • the fuel injection pump 39 has a piston 40 which is biased by a spring 41.
  • the lubricant pump 44 has a piston 49 biased by a spring 50 and the lubricant pump 47 has a piston 51 biased by a spring 52.
  • the end faces of the three pistons 40, 49, 51 are exposed against the outlet line 70. Your working surfaces are thus subjected to the pressure of the liquid delivered by the liquid piston pump 2.
  • the three pistons 40, 49, 51 become counter to the force their respective springs 41,50,52 shifted.
  • the springs 41, 50, 52 move their respective pistons 40, 49, 51 back to their starting position.
  • a changeover valve 88 is arranged in the outlet line 70, the purpose of which is explained further below.
  • the outlet line 70 runs after the lubricant pumps 44, 47 to a wind boiler 60.
  • the air boiler 60 contains air under pressure or another gas under pressure.
  • the line leading out of the wind chamber 60 is fed to a throttle valve 64, the position of which is controlled by a pressure sensor 63 arranged in the wind chamber 60.
  • the liquid then flows from the throttle valve 64 into a liquid turbine 66.
  • This turbine 66 can be a Pelton turbine, a vane wheel turbine or a Kaplan turbine.
  • the turbine 66 is connected to the turbine shaft 67. Consequently, the linear stroke movement of the piston of the free-piston internal combustion engine is converted into a rotary movement of the turbine shaft during operation.
  • a power generator can now be connected to this turbine shaft 67, for example.
  • a return line 68 connects to the turbine 66, through which the liquid flows back through the changeover valve 88 to the liquid piston pump 2, in order to flow back into the respective working chambers through the inlet valves 24, 26.
  • a closed liquid circuit is therefore present, on the basis of which the piston movement of the liquid piston pump 2 basically rotates the turbine 66 is implemented.
  • the charge air pump 3 draws in the air through the air filter 32, which air enters the working chambers through the inlet valves 29, 30. The air is then conveyed through the movement of the compressor piston 6 through the two outlet valves 28, 31 into the charge air line 16.
  • This charge air line 16 is the main charge air inlet valve 22 designed as a check valve to the charge air reservoir 12, i. the jacket space of the cylinder 1, supplied. The air compressed and delivered by the compressor piston 6 thus enters the charge air reservoir 12.
  • This is equipped with a safety valve 14, a pressure relief valve, which relieves the charge air accumulator if the charge air pressure is too high.
  • the exhaust gases flow through the outlet slots 57, through the oil pan 56 into the exhaust pipe 58, and through the exhaust pipe 62 into the open.
  • the lubricant pump 47 sucks the lubricant from the oil pan and conveys it through the lubricant filter 54, that is, the oil filter to the lubricant storage container 55.
  • the lubricant pump 44 in turn sucks the lubricant from the lubricant storage container 55 and conveys it through line 71 to the various locations to be lubricated Free piston internal combustion engine.
  • the fuel injection pump 39 sucks the fuel through the fuel supply pipe 48 from the fuel storage container, not shown.
  • the fuel injection pump 39 is equipped with a safety valve 74, through which fuel flows back to the fuel supply pipe 48 or to the fuel storage tank if the fuel injection pump 39 has an excessively high delivery pressure.
  • a throttle valve 73 is arranged at the outlet of the fuel injection pump 39. This throttle valve is controlled either by manual actuation or, for fully automatic operation, by a pressure sensor 72 which senses the pressure prevailing in the cylinder chamber of the fuel injection pump 39.
  • the fuel supply line running from the fuel throttle valve 73 branches out and extends to the fuel injection valves 75, 76. These injection valves 75, 76 are controlled by the inlet valve 21, which connects the jacket space 12, i.e. the charge air reservoir, to the second combustion chamber 10. If the inlet valve 21 is open, the injection valve 76 is open and the fuel is injected into the first combustion chamber 9 through the check valve 77.
  • the injector 76 When the valve 21 is closed, the injector 76 is also closed and the valve 75 is open, and the fuel is injected into the second combustion chamber 10 through the check valve.
  • the internal combustion engine has an electrical system for ignition, the ignition being effected via glow plugs 79, 80.
  • the starting cylinder 36 is arranged next to the fuel injection pump 39.
  • the starting piston 37 arranged in the starting cylinder 36 is rigidly connected to the piston 40 of the fuel injection pump 39 via a piston rod 38.
  • the end face of the starting piston 37 is larger than the end face of the piston 40 of the fuel injection pump 39.
  • the starting cylinder 36 is connected to the charge air reservoir 12 of the cylinder 1 via a pipe 33 in which a shutoff valve 34 is arranged.
  • the starting cylinder 36 also has a ventilation valve 35.
  • the piston rod 38 is sealed against the bottom of the starting cylinder 36.
  • Two spring-loaded control arms 86, 87 protrude through the wall of the starting cylinder 36 at a point in the cylinder space which corresponds to approximately 60% of the stroke distance of the starting piston 37 when it moves from left to right according to FIG.
  • These control arms 86, 87 are pivotally supported by springs 43, the pivot points 42 being located outside the starting cylinder 36.
  • These control arms 86, 87 control the valves 34, 35, as will be described in more detail below.
  • the control arms 86, 87 also protrude through slots 46 in the wall of the starting cylinder 36 in the interior thereof. It can thus be seen that when the starting piston 37 moves to the right in FIG. 1, it comes to bear against the control arms 86, 87 and thus causes the same to be deflected.
  • the control arms 86, 87 are pivoted back into their rest position by the springs 43.
  • the outlet line 70 is fed to a changeover valve 88 at a point downstream of the fuel injection pump 39.
  • the changeover valve 88 In the operating position shown, the liquid coming from the fuel injection pump 39 flows through the changeover valve 88 in order to continue to flow against the lubricant pumps 44, 47 and from there ultimately to the turbine 66.
  • the changeover valve 88 is moved into a position in which the liquid after the fuel injection pump 39 can be returned to the liquid piston pump 2, that is to say the lubricant pumps 44, 47 and in particular the turbine 66 are not driven by the liquid.
  • the wind boiler and turbine 66 are omitted. It is thus possible to use the internal combustion engine as a pump drive with the liquid pump 2, the piston 5 of which is firmly connected to the piston 4, so that liquid or even gas can be conveyed by the pump 2, for example.
  • pressurized charge air is stored in the charge air reservoir 12.
  • the charge air present in the charge air reservoir 12 is additionally heated and is therefore at a higher pressure.
  • the pressure mentioned above is sufficient when the charge air is cold.
  • the working piston 4 is located approximately in the middle of the cylinder.
  • the changeover valve 88 has therefore been switched to the position in which the circulating liquid is returned directly from the fuel injection pump 39 to the liquid pump 5.
  • the fuel throttle valve 73 which is arranged at the outlet of the fuel injection pump 39, is then controlled into its open position.
  • the piston 40 of the fuel injection pump 39 is under the action of the spring 41 biasing it in an upper dead center position, i.e. 1 in the left position, the spring 41 is now in the fully expanded state.
  • the vent valve 35 of the starting cylinder 36 which was previously open and during continuous operation of the internal combustion engine, is now closed and at the same time the shut-off valve 34 connecting the interior of the starting cylinder 36 via the pipe 33 to the charge air reservoir 12 is opened.
  • pressurized charge air flows from the charge air reservoir 12 to the starting piston 37 of the starting cylinder 36 and urges it to the right in the figure.
  • the starting piston 37 comes into contact with the two control arms 86, 87.
  • These control arms 86, 87 thus pivot out and cause the shut-off valve 34 to be closed and the vent valve 35 to be opened at the same time.
  • the opening of the ventilation valve has the effect that the starting piston 37 is relieved and, due to the spring 41 of the fuel injection pump 39, is returned to its left position in the FIG.
  • the springs 43 of the control arms 86, 87 lead them back to their starting point, so that the shut-off valve 34 is opened again and the vent valve 35 is closed and the next compressed air can flow from the charge air reservoir 12 to the starting piston 7.
  • the starting cylinder 36 and the starting piston 37 are dimensioned such that the air pressure present in the charge air reservoir 12 is sufficient to actuate the fuel injection pump 39 several times in continuous operation up to a stroke of 60% of the stroke.
  • the cylinder interior of the starting cylinder 36 below the starting piston 37 that is to say in FIG. 1 the cylinder interior lying to the right of the starting piston 37, is connected to the surroundings via the slots 46, through which the control arms 86, 87 protrude. This means that no air cushion can arise under the starting piston 37 during the working stroke of the starting piston 37.
  • shut-off valve 34 If the shut-off valve 34 has been opened, the starting piston 37 and thus the piston 40 of the fuel injection pump 39 have been moved to the right, fuel is injected into the combustion chamber 10 by the fuel injection pump 39. Simultaneously with the opening of the shut-off valve 34, which causes the fuel to be injected, the circuit to the glow plugs 79 and 80 is closed. So it is inserted into the second combustion chamber 10 injection fuel ignited and thus the piston 4 moved against the first combustion chamber 9. The charge air present in this combustion chamber 9 is thus compressed.
  • the piston 5 of the liquid pump 2 is obviously also moved by the movement of the working piston 4 and the working liquid is returned directly to the liquid piston pump 2 through the changeover valve 88. Since the working liquid is fundamentally only conveyed from one side of the piston 5 to the opposite side and does not perform any useful work, this circulating movement of the liquid exerts very little resistance on the working piston 4.
  • the compressor piston 6 of the charge air pump 3 Due to the first stroke of the working piston 4, the compressor piston 6 of the charge air pump 3 is also displaced and charge air is conveyed into the charge air reservoir 12. However, only a small amount, a small volume of charge air, is conveyed into the charge air reservoir 12 because the working piston 4 has only moved a small distance.
  • the starting cylinder 36 is operated again in the manner mentioned above. However, since the working piston 4 has moved against the combustion chamber 9, the outlet slots 57 of the cylinder 1 are opened and thus the pressure in the combustion chamber 10 drops. The small volume of the charge air conveyed by the charge air pump 3 causes the pressure in the charge air reservoir 12 to increase increased again.
  • the working piston 4 moves downward, the inlet valve 21 is opened and a further quantity of fuel is injected into the combustion chamber 9 and ignited there.
  • the working piston 4 and thus also the compressor piston 6 move and thus a further volume flows Men charge air in the charge air reservoir 12, and because the pressure in the charge air reservoir 12 has already become higher than the outlet pressure, the starting cylinder 36 already works better, the starting piston 37 is moved more strongly against the force of the spring 41. This means that a larger amount of fuel is injected from work cycle to work cycle.
  • the temperature in cylinder 1 increases, the engine becomes hot and the pressure of the charge air in charge air reservoir 12 will also grow faster and faster.
  • the work cycles, ie ignitions of the amount of fuel injected follow one another at increasingly shorter time intervals and the internal combustion engine has now started.
  • the changeover valve 88 can now be switched over to continuous operation so that the working fluid flows through the turbine 66, the shutoff valve 34 also being closed and the venting valve 35 being opened, which two valves remain in this state during the continuous operation. Now the internal combustion engine runs regularly and the supply of electrical current to the glow plugs 79, 80 is interrupted. By controlling the throttle valve 73, the fuel supply and thus the working speed of the internal combustion engine are controlled.
  • the double-acting compressor piston 6 of the charge air pump 3 sucks fresh air through the air filter 32 and the inlet valves 29, 30 and conveys this through the outlet valves 28, 31 to the charge air line 16, which runs to the inlet valve 22, through which inlet valve 22 the charge air into the charge air reservoir 12 flows in.
  • the delivery rate of the charge air pump 3, which in particular from the working surface of the compressor piston 6 depends, is dimensioned depending on the design of the internal combustion engine for diesel or gasoline operation, the most appropriate compression during continuous operation and the heat transfer in the charge air reservoir 12.
  • the heat exchange depends, among other things, on the mass of the participating bodies. The higher this mass, the more effective the heat exchange is. Since the pistons 4, 5, 6 are firmly connected to one another, the delivery capacity of the charge air pump 3 can thus only be determined by changing the working surface of its compressor piston 6.
  • the charge air that enters the cylinder at the start of the work cycle is preheated.
  • the further heating by compression up to the ignition temperature therefore requires a shorter piston stroke and therefore less energy than if the charge air had a normal outside temperature would enter the cylinder.
  • the pressure of the charge air pump 3 ensures that the amount of air flowing from the jacket space 12 into the cylinder 1 is adequately dimensioned despite heating.
  • the charge air density desired in conventional internal combustion engines is achieved in the present internal combustion engine in part by an oversized charge air quantity.
  • the air-fuel mixture is lean. This means that a larger amount of charge air is fed into the cylinder 1 than is necessary for the complete oxidation of the fuel.
  • the thermal energy released during the combustion is not only distributed to the combustion products including the nitrogen, which corresponds to the oxygen consumed, but also to the excess oxygen not participating in the combustion and the corresponding amount of nitrogen. In the case of a lean mixture, including the resulting residues, this means that the maximum permissible temperature in the cylinder is not exceeded.
  • the catalysts in the combustion chambers ensure a more complete oxidation of the fuel, ie its chemical components. This means that there is no leakage of pollutants that result from incomplete oxidation, or the formation of the pollutants is at least reduced.
  • platinum in the combustion chamber promotes the conversion of carbon in diesel oil to carbon dioxide (C0 2 ). Soot formation is also counteracted, since soot is free carbon.
  • Nitrogen oxides form during combustion.
  • a corresponding catalyst which is currently used in the exhaust, promotes the dissolution of the stock oxide in its components. If such a catalyst were now arranged in the combustion chamber, it would hinder the formation of nitrogen oxides and help to dissolve nitrogen oxide that has already formed.
  • the catalyst material is applied to ceramic grids and thus installed in the combustion chamber.
  • Non-knock-resistant gasoline with a low octane number is used when the internal combustion engine is operating.
  • the ignition also takes place here according to the diesel principle, the charge air compressed in the cylinder has a temperature which is sufficiently high for the reasons mentioned above to enable the chemical reactions, i.e. the combustion, when the fuel is injected.
  • Diesel operation There is obviously no further explanation for diesel operation. Knocking the internal combustion engine is impossible because the working piston 4 is not connected to a crankshaft.
  • the fuel is not injected as quickly as possible, but in a metered manner, so that the pressure in the respective combustion chamber drops as slowly as possible, in order then to drop sharply when the fuel supply is ended and the outlet slots 57 are subsequently released.
  • the reason for this is that such a pressure curve is easier to compensate in a cyclical sequence.
  • the combustion flows gases into the exhaust pipe 58, on which the lubricating oil pan 56 is arranged laterally, and then through the exhaust 62 into the open.
  • the course of the liquid during continuous operation of the internal combustion engine is as follows.
  • the piston 5 of the liquid piston pump 2 conveys the liquid into the outlet line 70 through the respective outlet valve 25, 27.
  • the working surfaces of the pistons of the fuel injection pump 39 and of the two lubricant pumps 44, 47 are open towards the outlet line 70, that is, the liquid in the outlet power 70 can act on these three pistons.
  • the three pistons 40, 49, 51 are moved against the force of their respective springs and thus pump the fuel or the lubricant.
  • the liquid flows from the air chamber 60 through the above-mentioned throttle valve 64 to the liquid turbine 66, in which the pressure, which results from the kinetic energy of the liquid, is converted into the force of the rotating turbine shaft in a known manner. After the liquid turbine, the liquid flows through the return line 68 to the inlet valve 24 or back to the inlet valve 26 of the liquid pump 2.
  • FIG. 2 A variant of the embodiment is shown in FIG. 2. It is assumed that there are no catalysts in the combustion chambers 9, 10.
  • a catalytic converter 90 is used in the exhaust pipe 58.
  • the exhaust pipe 58 does not lead directly to the outside, but is fed to an exhaust gas turbine 91, from which the exhaust pipe 62 leads to the outside.
  • the exhaust gas turbine 91 is connected to a pump wheel 92 via a shaft 94.
  • the liquid flowing through the outlet line 70 flows, as in the variant according to FIG. 1, into the wind chamber 60 and from there through the throttle valve 64 into the turbine 66 with the output shaft 67.
  • the outlet of the turbine 66 is now fed to the pump wheel 92 via the return line 68.
  • the liquid flows back from this pump wheel 92 to the liquid piston pump 2 (see FIG. 1).
  • the efficiency of the internal combustion engine is improved.
  • the stroke of the piston 4 is also reduced, and thus the output of the liquid piston pump 2 and the charge air pump 3 is also reduced.
  • the charge air pump 3 In order to ensure, however, that even with a shorter stroke of the working piston 4, a sufficient amount the charge air is promoted, the charge air pump 3 must be oversized. D a, however, then in a continuous operation would set too high overpressure in the charge air storage 12, the safety valve 14, which works as a pressure relief valve, arranged, through which escapes such excess amount of air into the open air, the If there is excess air pressure due to malfunctions due to a lack of lubricating oil or excessive wind pressure on the intake manifold of the charge air pump 3.
  • the B racing fuel injection pump 39 oversized.
  • the operation of the fuel injection pump 39 is controlled by means of the fuel throttle valve 73 and the safety valve 74. This makes it possible to control the amount of fuel supplied to the cylinder 1 independently of the stroke of the piston 40 of the fuel injection pump 39. If the stroke of the piston 40 of the fuel injection pump 39 is reduced, there is a pressure drop in the pump, which is sensed by the pressure sensor 72 and correspondingly opens the fuel throttle valve 73 more. If the stroke is greater, the pressure sensor 72, which senses the correspondingly higher pressure, causes the throttle valve 73 to close.
  • the safety valve 74 opens, so that excess fuel quantity returns to the fuel supply pipe 48 or alternatively is returned to the fuel storage tank. If the fuel injection pump 39 were not equipped with the pressure sensor 72 and the throttle valve, the engine would switch off due to an insufficient amount of fuel in the case of arbitrary, for example, manual throttling of the fuel supply. When arbitrary example, manual increase of fuel supply would be the internal combustion engine to greatly Heat n . The pressure sensor 72 to the throttle valve 73 prevents this overheating by the amount of fuel supplied bumper is matically reduced.
  • the free-piston internal combustion engine is characterized by a number of advantages. First, it has high thermal efficiency.
  • the stroke length of the piston 4 is variable, but the combustion force is inelastically related to the power output by the turbine shaft 67 by the combination of the liquid pump 2 and the turbine 66.
  • the energy is transferred by a liquid and, as is well known, liquids are liquids incompressible in practice, while gas is compressible and therefore elastic. Since the energy is generated by a free-piston engine that operates the liquid pump 2, and since the piston stroke is not prescribed by the connecting rod and crankshaft, the piston stroke can adapt optimally to the load. With a constant piston stroke and variable load, force is lost if the load is less than the piston and stroke can cope with at maximum.
  • the internal combustion engine is characterized by a great simplicity of construction. It has only two large moving parts, namely the arrangement consisting of the three pistons and the turbine rotor. This allows the internal combustion engine to be produced inexpensively and is obviously not very susceptible to faults.
  • the various valves are largely self-controlled, spring-loaded, commercially available units. Where an automatic valve control takes place, the corresponding device is constructed as simply as possible. Manual control is basically limited to one valve, namely the fuel throttle valve 73, ie when starting up to four valves (in addition to the fuel throttle valve 73, the changeover valve 88, the vent valve 35 and the shutoff valve 34).
  • the fuel engine can basically be built with only a single cylinder.
  • the wind boiler 60 together with the valve 64, ensures that the liquid flow entering the turbine 66 is not subject to major pressure and quantity changes. If a flywheel had to be used for the uniformity of the rotation 7, the turbine rotor could be constructed so heavily that it itself could serve as a flywheel. If the weight of the internal combustion engine and the fuel costs are not the first priority, the turbine can be designed as a Pelton-Turibne. For a long time Continuous operation is sufficient for an impeller turbine. A Kaplan turbine is used for variable loads. With the latter, the internal combustion engine then has an infinitely variable energy transmission device.
  • the internal combustion engine is inexpensive, since only a few parts of the same have to be made from substances to which special demands are made.
  • the cylinder 1 is made of a heat-resistant, highly thermally conductive material that is resistant to elastic deformation, for example of an SiAl alloy.
  • the working piston 4 of the cylinder, as well as the inlet valves to the cylinder and in particular their springs are made of a heat-resistant material.
  • the wind boiler also consists of a good heat-conducting material. All other components of the internal combustion engine can be made of steel and / or duralumin and cast iron.
  • all valves are standardized products which are freely available commercially.
  • the manufacture of the internal combustion engine only requires simple manufacturing processes, no expensive and difficult to machine materials and also no special tools.
  • the internal combustion engine can be built very compact. In order to deliver an acceptably balanced output, basically only one cylinder 1 is necessary. Each cycle of the free piston is a compression cycle and a work cycle at the same time. Although the machine works as a two-stroke engine, there is twice the power output per unit of time compared to a conventional single-cylinder time-cycle engine and four times that of a single-cylinder four-stroke engine. In the liquid piston pump 2 and in the charge air pump 3, too, each cycle is simultaneously an intake and a work (pump) cycle When the cylinder is flushed, the combustion gases are emitted more completely than with a four-stroke engine, because with the four-stroke engines there is always a gas residue in the cylinder section at the top dead center position of the piston.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
EP86115807A 1985-11-21 1986-11-13 Moteur à combustion interne à piston libre Withdrawn EP0224142A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH497685A CH659107A5 (de) 1985-11-21 1985-11-21 Freikolben-brennkraftmaschine.
CH4976/85 1985-11-21

Publications (2)

Publication Number Publication Date
EP0224142A2 true EP0224142A2 (fr) 1987-06-03
EP0224142A3 EP0224142A3 (fr) 1988-07-06

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EP86115807A Withdrawn EP0224142A3 (fr) 1985-11-21 1986-11-13 Moteur à combustion interne à piston libre

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EP (1) EP0224142A3 (fr)
CH (1) CH659107A5 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19852718A1 (de) * 1998-11-16 2000-05-31 Hartwig Groeneveld Kurbelwellenlose Verbrennungskraftmaschine
EP1318295A1 (fr) * 2001-12-04 2003-06-11 Pierburg GmbH Dispositif d'injection de carburant et compresseur d'air
WO2004046521A3 (fr) * 2002-11-20 2004-08-12 Fev Motorentech Gmbh Moteur deux temps a combustion interne a pistons opposes libres
CN115929474A (zh) * 2022-12-29 2023-04-07 北京空天技术研究所 一种主/预增压一体化系统
DE102022208208A1 (de) * 2022-08-08 2024-02-08 Zf Friedrichshafen Ag Fahrzeug mit einem Kabinenlagerungssystem mit passiven Drucklufterzeuger
DE102022208211A1 (de) * 2022-08-08 2024-02-08 Zf Friedrichshafen Ag Luftfeder mit integrierten Drucklufterzeuger sowie Kabinenlagerungssystem und Fahrzeug mit der Luftfeder

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Publication number Priority date Publication date Assignee Title
CN106501312A (zh) * 2016-12-24 2017-03-15 天津达元吉科技有限公司 一种隧道火灾燃烧热释放速率测试系统

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FR956533A (fr) * 1950-02-02
US3986796A (en) * 1972-07-06 1976-10-19 Moiroux Auguste F Direct action compressor fitted with a one-piece piston
FR2441073A1 (fr) * 1978-11-13 1980-06-06 Moiroux Auguste Compresseur a action directe equipe d'un piston monobloc
AT384658B (de) * 1981-11-16 1987-12-28 Brandl Dipl Ing Gerhard Einrichtung in einem drucksystem

Cited By (7)

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Publication number Priority date Publication date Assignee Title
DE19852718A1 (de) * 1998-11-16 2000-05-31 Hartwig Groeneveld Kurbelwellenlose Verbrennungskraftmaschine
EP1318295A1 (fr) * 2001-12-04 2003-06-11 Pierburg GmbH Dispositif d'injection de carburant et compresseur d'air
WO2004046521A3 (fr) * 2002-11-20 2004-08-12 Fev Motorentech Gmbh Moteur deux temps a combustion interne a pistons opposes libres
US7047916B2 (en) 2002-11-20 2006-05-23 Fev Motorentechnik Gmbh Two-stroke internal combustion engine with free opposed pistons
DE102022208208A1 (de) * 2022-08-08 2024-02-08 Zf Friedrichshafen Ag Fahrzeug mit einem Kabinenlagerungssystem mit passiven Drucklufterzeuger
DE102022208211A1 (de) * 2022-08-08 2024-02-08 Zf Friedrichshafen Ag Luftfeder mit integrierten Drucklufterzeuger sowie Kabinenlagerungssystem und Fahrzeug mit der Luftfeder
CN115929474A (zh) * 2022-12-29 2023-04-07 北京空天技术研究所 一种主/预增压一体化系统

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CH659107A5 (de) 1986-12-31

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