EP0357650A1 - Moteur a combustion interne. - Google Patents

Moteur a combustion interne.

Info

Publication number
EP0357650A1
EP0357650A1 EP88903788A EP88903788A EP0357650A1 EP 0357650 A1 EP0357650 A1 EP 0357650A1 EP 88903788 A EP88903788 A EP 88903788A EP 88903788 A EP88903788 A EP 88903788A EP 0357650 A1 EP0357650 A1 EP 0357650A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
crankshaft
rotor
engine according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88903788A
Other languages
German (de)
English (en)
Other versions
EP0357650B1 (fr
Inventor
Gerhard Karl Kienle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AT88903788T priority Critical patent/ATE68850T1/de
Publication of EP0357650A1 publication Critical patent/EP0357650A1/fr
Application granted granted Critical
Publication of EP0357650B1 publication Critical patent/EP0357650B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • 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
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • F02B57/08—Engines with star-shaped cylinder arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B13/00—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion
    • F01B13/04—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder
    • F01B13/06—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement
    • F01B13/068—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement the connection of the pistons with an actuated or actuating element being at the inner ends of the cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft
    • F01B9/042—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft the connections comprising gear transmissions
    • F01B2009/045—Planetary gearings
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four

Definitions

  • the invention relates to an internal combustion engine with at least one piston which reciprocates in a cylindrical piston bore and acts on a rotatably mounted crankshaft via a connecting rod.
  • Rotational movement can be controlled.
  • the disadvantage here is the relatively complicated design of the slide control, which is also certain
  • the working chamber is not cylindrical, since the cylindrical shape of the combustion chamber is more suitable for a uniform spreading of the combustion process and thus for a good efficiency and complete combustion of all combustible components.
  • the object of the invention is to develop an internal combustion engine of the type mentioned in such a way that, with the simplest possible construction, a high one even at low speeds
  • Performance can be achieved with a particularly quiet run.
  • Piston elements can be guaranteed in a rotor in terms of smoothness, but without the previously required. complicated piston shapes and / or controls.
  • this object is achieved in that the piston bore is arranged in a rotor which is rotatably mounted in a housing, that further rotor and crankshaft are coupled in motion by a gear such that they rotate in opposite directions of rotation, and that in the rotor arranged piston bore with an opening in communicates with the outer surface of the rotor which moves past an inlet opening and an outlet opening of the housing when the rotor rotates.
  • two pistons which are opposed and opposed at an angle of 180 ° are provided, which leads to a smooth and smooth running and a simple construction.
  • the two pistons or cylinders are arranged offset in the direction of the axis of the crankshaft in a variant of this embodiment.
  • a coaxial piston or cylinder arrangement provided that leads to an even flatter and more compact construction, from which a reduction in weight and an even smoother run can be derived.
  • An expedient embodiment of this second variant results from the features of claim 5 and / or those of claim 6.
  • valve and / or slide-free control of the suction and exhaust process can be provided by appropriate arrangement and design of the inlet and outlet openings.
  • a fuel-saving mode of operation is given at partial load of the internal combustion engine.
  • Figure 1 shows a section through a first
  • Figure 2 shows a further section through the first
  • Figure 2a is a schematic representation of the coupling of the
  • FIG. 3 shows a section similar to that of Figure 1, but according to a second embodiment
  • FIG. 4 shows a schematic representation corresponding to FIG. 2, according to a variant of both exemplary embodiments
  • the housing 1 thus has in principle the shape of a round disk, the height of which is equal to the height of the cylindrical wall 2. This housing is stationary. A rotor 10 rotates in the housing 1. This
  • Rotor includes two axially offset cylinders 11, 12, a disc 35 and a race 17.
  • the cylinders 11, 12 are provided with cylindrical piston bores 13 and 14 in which
  • Pistons 15, 16 are arranged to move back and forth.
  • crankshaft 30 Adjacent piston bores 13, 14 to it, provided with openings 20, 21.
  • the pistons 15, 16 are articulated by means of piston pins 22, connecting rods 24, 25, which are mounted on a crankshaft 30 in connecting rod bearings 36, 37 which are arranged at 180 ° to one another, so that the pistons simultaneously perform an opposite movement.
  • the crankshaft 30 is supported in the base plate 4 with its lower bearing journal 31.
  • the upper journal 32 of the crankshaft 30 is rotatably mounted in a blind hole 33 which is provided in the disk 35.
  • the disk 35 is an integral part of the rotor 10 and rotates with this. With the disk 35, the output shaft 34 is also fixedly connected, which is mounted in the upper cover plate 3 of the housing 1. Crankshaft 30 and rotor 10 can thus be rotated against each other. Furthermore, the crankshaft 30 is rotatable relative to the housing 1.
  • Rotor 10 a gear 41 on the crankshaft 30 and two further gears 42 and 43 are formed.
  • the gears 42 and 43 are mounted in the base plate 4 of the housing 1. you are
  • “Two-stage” design ie they have first toothings 421 and 431, which are in engagement with the inner ring gear 40 on the rotor 10. They also have, with a somewhat smaller diameter, second toothings 422 and 432, respectively, which are in engagement with the gearwheel 41, which is part of the crankshaft 30 or is fixedly arranged therewith. In this way it is ensured that a rotation of the rotor 10 which is forced by the reciprocating movement of the pistons also always leads to a defined rotation of the rotor 10 in the housing 1, the directions of rotation of the rotor 10 and crankshaft 30 being opposite to one another. This is shown schematically in FIG. 2a. As can be seen from FIG.
  • the cylindrical wall 2 is provided with an inlet slot 50 and an outlet slot 51 along the circumference.
  • the inlet slot 50 extends approximately a 70 ° circular angle. It is covered by an inlet chamber 52, the inlet opening 53 of which is connected, for example, to a carburetor (not shown).
  • the outlet slot 51 also extends for approximately 70 degrees. It is connected to an outlet chamber 54, which is connected via an outlet opening 55, for example, to an exhaust pipe (not shown). If the openings 20 and 21 in the race 15 move past the slots 50, 51 when the rotor 10 rotates, the regions of the piston bores 13, 14 in the cylinder 11, 12 located radially outward of the pistons 15, 16 move accordingly the slots 50, 51 over and are in communication with them as they pass.
  • the relative arrangement of the slots 50, 51 to one another is as follows: In the case of a circular cross section of the rotor 10, of which the inner race 17 is a part, the inlet slot 50 and outlet slot 51 lie next to one another on the same half of the circle, in such a way that the inlet slot 50 is in the Range between 270 ° and 360 °, and outlet slot 51 is in the range between 180 ° and 270 °.
  • the opening 21 has the area by completely or partially with the
  • crankshaft 30 and rotor 10 Further movement of crankshaft 30 and rotor 10 in the shown
  • Top dead center is reached when the piston 16 is in the position which is offset by 180 ° from the starting position (FIG. 2). This is the position in which the piston 15 is shown in FIG. 2.
  • the ignition takes place by means of a spark plug 71.
  • the expansion process begins.
  • the piston moves radially inwards again.
  • the rotor 10 rotates further in the direction of the arrow 60 until the second bottom dead center is reached, at which the piston 16 has rotated by 270 ° with respect to the starting position shown in FIG.
  • the piston is then dashed indicated position 16 ''.
  • Rotation of the rotor 10 offset That is, when the piston 16 sucks, the piston 15 is in the expansion phase; when the piston 16 compresses, the piston 16 expels the exhaust gases. When the piston 16 expands, the piston 15 sucks; when the piston 16 ejects the exhaust gases, the piston 15 compresses.
  • the ignition for this is effected by a spark plug 70, which is arranged above the spark plug 71 around the offset of the cylinder axes.
  • the slots 50, 51 are assigned to both pistons 15, 16. It is also possible to use only one spark plug which is arranged in a middle plane, that is to say opposite both combustion chambers.
  • Crankshaft 30 is supplied with oil under pressure.
  • Hole 75 is with transverse holes 76, 76 ', 78 and 77 in
  • Bearings 32, 33 are lubricated and, on the other hand, oil-free can get into the interior of the housing 1 (bore 77), where, as a result of the centrifugal force, it radially onto the underside of the housing 1 (bore 77), where, as a result of the centrifugal force, it radially onto the underside of the housing 1 (bore 77), where, as a result of the centrifugal force, it radially onto the underside of the
  • the oil channel 80 is guided up to the race 17 in the radial direction, and at a relatively short distance from the wall of the cylinder piston bore 13, so that in this way cooling of the wall of the Cylinder 11 can be done.
  • the oil channel 80 then extends parallel to the axis of rotation along the race 17 so that it is also cooled.
  • the oil channel 81 can also be designed accordingly.
  • the cooling can also be accomplished relatively easily with the corresponding oil throughput, since when it emerges from the oil channels in the crankshaft, the centrifugal force ensures that the oil reaches all points to be lubricated or cooled.
  • the motor also ensures an extremely compact design and thus also a comparatively low weight.
  • the housing 101 is likewise formed by a cylindrical wall 102, an upper flat cover plate 103 and a likewise substantially round lower one Base plate 104 formed.
  • a rotor 110 rotates in the stationary housing 101. This rotor 110 also comprises two
  • Embodiment are arranged coaxially, the
  • the two cylinders 111 and 112 are designed as inserts and held between an upper and a lower disk 135, 135 ', which are components of the rotor 110.
  • the cylinders 111 and 112 are provided with cylindrical piston bores 113 and 114, in which pistons 115 and 116 are also arranged to move back and forth in opposite directions.
  • the cylinders 111, 112 are with the
  • Disks 135, 135 ' firmly connected and have opposite
  • Race can be provided, which then contains the sealing strips.
  • the pistons 115, 116 are only indicated by means of
  • the connecting rod 124 is essentially U-shaped and has a shoulder on the cross leg of the U longitudinally connecting the two lateral legs, which is pivotally connected to the piston 115 via the piston pin 122.
  • conrod bearings 136, 136 ' which are arranged in the same axis, and in two opposite side bearings
  • crank disks 138, 139 of a crankshaft 130 are provided at a location on the circumference thereof. Also on this
  • the connecting rod 125 is between the two
  • the articulation point of the connecting rod 125 via the piston pin 123 in the piston 116 is coaxial with the articulation point of the U-shaped connecting rod 124 via the piston pin 122 in the piston 115. It is understood that the clear distance from the connecting rod bearings 136, 136 'to the cross leg of the U-shaped one Connecting rods 124 is somewhat larger than the length of the intermediate members 126, 126 ', so that during the rotational movement of the crankshaft 130, the intermediate members 126, 126' can move through or between the U-shaped connecting rods 124.
  • crankshaft 130 is different from the crankshaft of the first Exemplary embodiment, with its upper bearing journal 132, which penetrates bores 133, 133 'in the disks 135 and 103 and is mounted in the latter, is connected in a rotationally fixed manner to an output shaft 134.
  • crankshaft 130 and rotor 110 can be rotated relative to one another and crankshaft 130 relative to housing 101.
  • the rotation of the rotor 110 is coupled to the rotation of the crankshaft 130 via a planetary gear, which is designed and acts in the same way as the planetary gear shown in FIGS. 1, 2 and 2a. In this respect, this planetary gear is not described further here.
  • Figure 3 therefore, the same reference numerals as in Figure 1, only with a 1 in front, are used.
  • the lubrication and cooling of the internal combustion engine according to the second exemplary embodiment in FIG. 3 takes place in a structurally similar manner to that in the first exemplary embodiment.
  • An oil pump which is not shown here, presses oil into an axial bore 175 in the crankshaft 130.
  • the bore 175 is continued and ends in the crank disks 138, 139, the bearings 136, 136 ', 137 and the intermediate members 126, 126' in a transverse bore 178 opening radially outwards in the bearing bore 133 '.
  • the oil emerging from this bore system 175, 177 is thrown onto the underside of the pistons 115, 116 and thus also onto the inner surfaces of the cylinder piston bore 113, 114.
  • the oil is drained off along the inner circumference of the piston bore 113, 114 at preferably uniform intervals provided oil channels 180. 180 'which open into a wide circumferential groove 181, 181', which is provided on the outside circumference of the cylinder 111, 112.
  • the grooves 181, 181 ' extend along a substantial longitudinal part of the cylinder 111, 112, so that they are suitable as a channel for cooling the cylinder area.
  • an extraction channel 182, 182 ' is provided in the disk 135', in contrast to which a narrow inner annular groove 183 is arranged in the base plate 104, which, for example, has two bores 184 , 184 'opens into the oil pan 190.
  • the inlet and outlet openings with the associated chambers can be provided in a corresponding manner as in the first embodiment.
  • Embodiment of the present invention also possible to run the individual phases of the four-stroke motion sequence according to the schematic representation of Figure 4.
  • Inlet opens. During the period S is sucked in, during the period P is compressed, during the period C the mixture is burned and during the period E the burned gases are blown out.
  • inlet slit 150 and the outlet slit 151 overlap one another by respective tapering, the remaining air is blown out of the combustion chamber by the piston 116 and fresh air is sucked in from the combustion chamber.
  • the overlap of inlet and outlet slots 150 151 is preferably provided over an angular range between 5 ° and 15 °. This overlap is advantageous to the extent that when the remaining burned mixture is blown out, a negative pressure is already created, which is advantageous for the suction that then begins at the same time.
  • the suction process extends beyond bottom dead center UT (dashed piston position 116 ') over an angular range between 30 'and 60 °, which takes into account the inertia. This is followed by compression at time ES, with shortly before top dead center position OT (shown position of
  • outlet opening 151 extends in an angular range between 120 ° and 150 ° to between 275 ° and 285 ° and the inlet opening 150 extends in an angular range between 255 ° and 265 ° to between 390 ° and 420 °.
  • FIG. 5 shows, in a developed side view, an area of the cylindrical wall 102 containing the inlet slot 150.
  • the inlet slot 150 and in FIG however, a slider 192 is also provided in the same way for the outlet slot serves to partially cover the inlet slot 150 during partial load operation of the internal combustion engine.
  • the slider 192 with a symmetrical recess 193 has a certain curve shape and a control mechanism 194, the lever 195 of which can be driven between the positions V (full load) and T (partial load), the inlet slot 150 being essentially fully open at full load.
  • the slider 192 is arranged on the circumference and is therefore curved in accordance with the wall 102 and can be moved from one side along the wall 102. It goes without saying that instead of this, two opposing slides that can be moved toward one another can also be provided.
  • Two-unit units are angularly offset with respect to the housing in the axial direction by less than the cylinder outer diameter.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

Un moteur à combustion interne possède au moins un piston (14, 16) qui est animé d'un mouvement alternatif dans un alésage cylindrique (13, 14) et agit par l'intermédiaire d'une bièlle (24, 25) sur un vilebrequin (30) monté rotatif. L'alésage (13,14) est agencé dans un élément rotatif (10) monté rotatif dans un logement (1). L'élément rotatif (10, 17) et le vilebrequin (30) sont couplés cinématiquement par un engrenage (40, 41, 42, 43) de manière à pouvoir tourner dans des sens opposés (60 ou 61). L'alésage (13, 14) disposé dans l'élément rotatif (10) communique avec une ouverture (20, 21) ménagée dans la surface extérieure de l'élément rotatif (10, 17), qui passe devant un orifice d'admission (50) et un orifice de sortie (51) du logement (1) lors de la rotation dudit élément rotatif (10).
EP88903788A 1987-04-16 1988-04-13 Moteur a combustion interne Expired - Lifetime EP0357650B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88903788T ATE68850T1 (de) 1987-04-16 1988-04-13 Verbrennungsmotor.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3712992 1987-04-16
DE19873712992 DE3712992A1 (de) 1987-04-16 1987-04-16 Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP0357650A1 true EP0357650A1 (fr) 1990-03-14
EP0357650B1 EP0357650B1 (fr) 1991-10-23

Family

ID=6325805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88903788A Expired - Lifetime EP0357650B1 (fr) 1987-04-16 1988-04-13 Moteur a combustion interne

Country Status (5)

Country Link
EP (1) EP0357650B1 (fr)
JP (1) JP2575054B2 (fr)
AT (1) ATE68850T1 (fr)
DE (3) DE3712992A1 (fr)
WO (1) WO1988008074A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3814269A1 (de) * 1988-04-27 1989-11-09 Maier Max Kolbenmaschine
DE3937874A1 (de) * 1989-11-15 1990-04-05 Erich Ellbogen Verbrennungsmotor mit hohem wirkungsgrad, schadstoffarm und kleiner baugroesse
DE4142385A1 (de) * 1991-12-20 1993-06-24 Bayerische Motoren Werke Ag Mehrzylindrige hubkolbenmaschine mit einem hypozykloid-hubgetriebe, insbesondere brennkraftmaschine
DE59309857D1 (de) * 1992-03-13 1999-12-02 Johann Josef Grabner Verbrennungskraftmaschine
CN1053259C (zh) * 1994-11-08 2000-06-07 缪东云 对旋式气缸发动机
AU2003304605A1 (en) * 2003-12-12 2005-06-29 Vladyslav Ivanovich Bazarya Internal combustion engine and method for the operation thereof
KR101175071B1 (ko) * 2010-05-31 2012-08-23 김대성 회전형 피스톤 엔진
DE102010064296B4 (de) * 2010-12-29 2014-05-15 Otto Hermann Becker Rotationsverbrennungsmotor und Verfahren zur Einstellung der Steuerzeiten eines Rotationsverbrennungsmotors

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE265905C (fr) *
GB191511543A (en) * 1915-08-10 1916-08-10 Joseph Seward Ruston Improvements in or relating to Internal Combustion Engines.
US1598518A (en) * 1923-12-08 1926-08-31 Thomas E Braley Rotary explosive engine
US2665668A (en) * 1949-03-22 1954-01-12 Patrick C Ward Engine
IT1029474B (it) * 1975-02-05 1979-03-10 Magliano M Motore a scoppio con cilindro o cilindri posti in posizione radiale in un corpo rotante in un carter fisso

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8808074A1 *

Also Published As

Publication number Publication date
DE8717614U1 (de) 1989-05-18
ATE68850T1 (de) 1991-11-15
DE3865839D1 (de) 1991-11-28
JP2575054B2 (ja) 1997-01-22
DE3712992A1 (de) 1988-11-03
JPH02503103A (ja) 1990-09-27
EP0357650B1 (fr) 1991-10-23
WO1988008074A1 (fr) 1988-10-20

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