DE3939962C1 - IC engine constructional system - used set of chambers with ball bearings and hydromechanical transmission - Google Patents

Abstract

IC engine has box-mated shafts with rotors and combustion chambers on it in differentiated axial sequence. Rotors (7'', 8'', 9'') offset through 180 deg. and chambers (7, 7', 8, 8', 9, 9', 10, 10') offset to the side should be fixed at 10-15 deg., the rotors on the solid shaft (11) and the hollow shaft (12) fitted with rotors and combustion chambers. Then two shafts for a single unit within the engine, with the hollow shaft outside as a continuation of the solid shaft. The shaft fitted rotors are allocated rotor tongues with adjustable seals (22) and the chambers are allocated divided adjustable seals (21). The chambers are carried both sides in sealed grooved ball bearings and are controlled as also the rotors by hydro-mechanical transmission and electronic mechanical control. The transmission consists of a brake in the sunwheel gear bosses, two planet gears and internally toothed outer gear with gear rim. Planet gear bosses are fitted with control rotors controlled by a holding brake and two separate distributors serve for outside ignition and initiate the electronic control reflection feelers. Gas reversal is by pressure responsive valves (31, 32). USE/ADVANTAGE - IC engine dispenses with crankshaft, pistons and cam shaft for valve control, reducing noise and wear for greater efficiency and max. charge.

Description

The invention relates to an internal combustion engine according to the preamble of claim 1. as it is known from EP 01 66 244 A2.

The invention is a combustion engine, which works according to the four-stroke process, as Be propellant z. B. gasoline, diesel, gas and hydrogen can burn. It can also be used as a multi-fuel engine be placed.

For the individual operating materials, only the known one is required specific engine modifications. The engine is for all known areas of application, such as trucks, cars, Motorcycle, marine engine, aircraft engine and stationary operation suitable.  

The internal combustion engines known to date, especially those of motor vehicles, all work, with a few exceptions using the reciprocating piston method.

This process has been known for around 100 years, accordingly is also the state of the art.

The efficiency is poor at 0.25-0.33. Only in the efficiency has been increased somewhat in recent years ses with relatively great technical effort.

The run of a four-cylinder reciprocating engine is still un round. The reciprocating engines are still too loud, they have a too fluctuating torque and the service life is due to the shortage of raw materials, still too low. The Wear is too great, which increases the proportion of ver burned lubricating oil with a simultaneous decrease in engine power stung. It also reduces pollutant emissions in older engines significantly increased.

The unfavorable thermal load requires disproportion moderately good and therefore expensive materials.

The environment is affected by large amounts of raw material withdrawals charged. A lot of energy is wasted unnecessarily, though it is assumed that a new reciprocating piston engine will be manufactured must, because the old one usually only averages 180,000 km Has performed mileage.  

The conventional design of the motors is not too expect this to change in the near future, or about will change at all.

The invention is based on the object the efficiency and life of the combustion motors that at the same time simple in structure and manufacturing technology is undemanding to increase.

This task is performed in a generic device by the in the indicator specified features solved.

Further embodiments of the invention are specified in the subclaims.

A description of the internal combustion engine according to the invention is given below:

The function of the internal combustion engine is, apart from the four cycle method, mixture preparation and exhaust gas disposal supply, as new as the overall structure.

A special feature is that this engine does not Crankshaft, no pistons, no connecting rods, no cylinders and has no camshaft for valve control.

The intake and exhaust valves are no longer in the ignition chamber, this is why the design of the new engine is simplified produced. The thermal load on the valves is at not that big. Because the new engine is a controllable Fresh oil lubrication, oil filling and oil filing are not required ter.

Due to the design, cooling hoses and wedges are not required belt.  

This is achieved by redesigning the Engine structure, as well as the completely redesigned radio tion of the engine depending on a number of zu typesetting devices, but which are part of the overall concept of the Mo tors belong and form a functional unit.

For the sake of clarity, the engine structure is shown in divided into three main groups:

Engine (combustion part),
Power withdrawal and power output part,
E. Mechanical control part

All of these parts of the group work closely together.

Based on the figure drawings, a quotation example explained. It shows

Fig. 1 shows schematically the position of the three main groups to each other,

Fig. 2, where only part Teilschraffur has been applied mainly to the combustion part of the motor in half-section,

Fig. 3 shows the engine schematically from the outside view, with some auxiliary units, such as. B. turbine, vacuum pump, alternator, etc. are recognizable,

Fig. 4, the power transmission parts, and parts of the electro-mech. Control,

Fig. 5 shows the control rotor of the shaft ( 12 ) with the electro-mech. Control parts ( 60 ),

Fig. 6 is a combustion chamber in a side view,

Fig. 7 shows the section AB rear wall of the combustion chamber,

Fig. 8, the sealing of the combustion chamber in plan view,

FIG. 9, by oil pressure control auto matically adjustable sealing elements one side of the combustion chamber

Fig. 10 shows schematically the sequence of the four strokes,

Fig. 11 shows the overall flow and the position of the combustion chambers and working rotor of all 4 performance rooms at a revolution of 360 °, as well as the ignition of the two manifolds (52, 53),

Fig. 12 is a side view in working rotor, and that the auxiliary shaft (11),

Fig. 13, the automatically controlled by the oil pressure sealing a working rotor,

Fig. 14, the rear cover seal with cover ( 3 ) from the liner ( 1 ) and

Fig. 15 shows a possible arrangement of an injection nozzle of a gasoline engine.

The internal combustion engine consists of the following parts:

It has three shafts ( 11, 12 and 13 ) pushed into one another, the shaft ( 12 ) and shaft ( 13 ) being designed as hollow shafts. Shaft ( 11 ) is preferably designed as a solid shaft. The dimensions are adapted to the required or desired performance of the engine, they are variable.

On the shaft ( 11 ), the working runners ( 9 '' ) and ( 10 '' ) are attached, these are assigned to power rooms 1 and 2 , which are located in the rear engine area. The designation power rooms are the designations for cylinders in conventional engines.

The working runners preferably have a rectangular cross section and are locked in the shaft ( 11 ), screwed or welded, depending on the design of the combustion chambers ( 7, 7 ), ( 8, 8 ), ( 9, 9 ) and ( 10, 10 ) .

By means of an intermediate piece ( 16 ), which has a square shoulder in the middle and is inserted and screwed into the auxiliary shaft ( 11 ) and screwed with screw ( 17 ), the auxiliary shaft ( 11 ) is directly assigned to the side of the shaft ( 13 ) facing away from the power spaces and by means of screws ( 19 ) put together. Via the flange part ( 14 ), the shaft ( 11 ) is indirectly connected to the shaft ( 13 ) associated with the power spaces, whereby the same screws ( 19 ) are used. The flange part ( 14 ) sits directly on the shaft ( 13 ) with one or more wedges, the wedges simultaneously entering into a rigid connection with one half of the combustion chamber ( 7 ). The combustion chamber half ( 7 ' ) is joined to the combustion chamber half ( 7 ) by means of screws ( 42 ).

The two combustion chambers ( 7, 7 ' ) and ( 8, 8' ) are in turn firmly connected to one another with one or more wedges and are located together on the shaft ( 13 ).

The combustion chamber ( 7, 7 ' ) and the combustion chamber ( 8, 8' ) are arranged by 180 ° ver sets. If the combustion chamber halves are joined together (screwed), they form a curved rectangular cutout, so to speak, this is preferably 120 ° at the outermost circumference, the depth and the width of the combustion chambers depending on the performance requirements.

The combustion chambers thus form a cavity in which the respectively assigned working runners ( 7 '' ) and ( 8 '' ) move. They describe a circle when the shaft ( 13 ) rotates. The swept angle per cycle is usually preferably 90 °. The lower combustion chamber seal is achieved by a so-called rotor tongue ( 126 ).

So that the combustion chambers are not in axial operation Fuses can be moved, fuses are appropriate, which are not shown in the drawing.

Other fuses, mostly circlips ensure that the shaft cannot move relative to the motor housing. The shaft ( 11 ) runs on at least two deep groove ball bearings, the outer ring of the bearings simultaneously forming the support for the shaft ( 12 ). Axial deep groove ball bearings, not shown in the drawing, can be attached to absorb axial forces of the shaft.

On the shaft ( 12 ) is in the left half of the engine, i.e. for the combustion chambers ( 7, 7 ' ) and ( 8, 8' ) the shaft ( 13 ), which runs on two further bearings, which in turn on the shaft ( 12 ) are attached, between the bearings are the combustion chambers ( 7, 7 ' ) and ( 8, 8' ).

The working rotor for the combustion chambers ( 7, 7 ' ) and ( 8, 8' ) are attached to the shaft ( 12 ), either screwed or welded. For the combustion chamber ( 7, 7 ' ) the working runner ( 7'' ) is assigned. For the combustion chamber ( 8, 8 ' ) the Ar beitsläufer ( 8'' ) is provided. So that the working runners ( 7 '' ) and ( 8 '' ) within the shaft ( 12 ) can cover a crossed angle of 90 °, recesses of preferably 120 ° are made at these points in the shaft ( 12 ). The cutouts are 180 ° apart, just like the combustion chambers. The recesses are offset laterally by the distance between the combustion chambers.

Outside the internal combustion engine, the shafts ( 12 ) and ( 13 ) continue to receive control parts and power transmission parts. Therefore, as already mentioned, a connection was made with the connecting part ( 16 ). This connecting part ( 16 ) has a rectangular cross section and is narrow if possible. The connecting part ( 16 ) moves within half of the shaft ( 12 ). Since it is carried out in the middle, it requires a recess of at least 120 ° in the upper and in the lower region of the shaft ( 12 ). This ensures that this fastener can make a 90 ° rotation, thus rotating shaft ( 12 ) in Wel le ( 13 ), also outside the engine compartment.

Right next to the connecting part ( 16 ) on the shaft ( 13 ) a rotatably mounted engine oil intake part is attached, the size of this part ( 38 ) is determined by the required lubrication conditions. This engine oil receiving part ( 38 ) is connected to the lubricating oil pump by means of a hose ( 39 ). The hose is dimensioned so long that the lubricating oil pump ( 41 ) can be attached firmly outside the range of rotation of the shaft ( 13 ), since when the lubricating oil pump ( 41 ) is in the pressure position, the lubricating oil receiving part ( 38 ) also pulls a 90 ° rotation. After a 90 ° rotation, the oil pressure is briefly interrupted, so that the oil receiving part ( 38 ) is returned to its initial position via a return spring, which is not shown in the drawing. In order to avoid a drop in oil pressure in the lubricating oil lines ( 24, 20; 121, 120 ), the oil pressure is maintained by means of backflow valves ( 23 ). All backflow valves ( 23 ) are not shown in the drawing, but are only labeled with a number so that the approximate position of the valves can be seen.

Power rooms 1 and 2 are located in the right part of the engine housing, power rooms 3 and 4 in the left part of the engine. For the simpler and more understandable type, these can be compared with the cylinders 1-4 of a conventional engine.

The shaft ( 13 ) will not continue in the right motor housing. The shaft ( 11 ) can be carried inside to the end of the housing, the shaft ( 12 ) continues outwards to accommodate a further engine oil receiving part ( 37 ), which is described later, this is necessary since the oil holes are not in two times offset rotating shafts can be continued.

In the motor housing on the shaft ( 11 ) are laterally offset the working runners ( 9 '' ) and ( 10 '' ), the arrangements of the combustion chambers accordingly. The type of attachment is as described for the runners ( 7 '' ) and ( 8 '' ). On the shaft ( 12 ), the combustion chamber halves ( 9, 9 ' ) and ( 10, 10' ) are mounted on wedges that connect them together to form a unit. The combustion chambers are also offset by 180 °, so they are placed opposite each other. As already described, the combustion chamber halves are also connected to one another by screws ( 42 ). The associated working runners ( 9 '' ) and ( 10 '' ) have the same function as the previously mentioned working runners ( 7 '', 8 '' ). As already mentioned, an oil receiving part ( 37 ) is attached to the shaft ( 12 ) outside the motor housing. The oil supply comes from the lubricating oil pump ( 40 ) via the hose ( 39 ), which has the same number for reasons of simplification. The pump ( 40 ) and the pump ( 41 ) have a preferably adjustable displacement volume and are preferably speed-controlled.

A single bushing ( 1 ) is placed around the performance spaces 1-4 . This bush has the required dimensions, which allow it to accommodate the four performance spaces, the diameter of the bushing, which is naturally honed on the inside, depends on the desired performance and the bearing sizes used. With a cubic capacity of approx. 2 liters and a PS / KW output of 75 KW / 102 PS, the liner has a size between 24 and 25 cm (240-250 mm). The sleeve ( 1 ) has a collar towards the ends, in which threaded holes (blind holes) are distributed over the diameter. Using a simple seal ( 4, 5 ), the covers ( 2, 3 ) are screwed to the ends of the liner ( 1 ). The covers ( 2, 3 ) each have a hole in the center, in which deep groove ball bearings are attached. On the right side of the motor, the housing cover ( 3 ) is supported by a deep groove ball bearing on the shaft ( 12 ). On the left side of the engine, the Ge housing cover ( 2 ) is supported by a deep groove ball bearing on the connecting part ( 14 ). Motor suspension eyelets ( 36 ) are attached to the housing covers. The shape and size depend on the weight and installation conditions.

The collar of the liner is chosen so high that one second socket, the holes for the inlet and has the exhaust. There are also holes passed through the spark plugs and injectors can be.

The second bushing ( 27 ) has such a large diameter that there is a sufficiently large space between the bushing ( 1 ) and the outer bushing ( 27 ) which can accommodate the cooling water. The cooling water chamber is designated ( 28 ).

Through the holes just mentioned, the intake pipes ( 64 ) and the exhaust pipes ( 65 ) are passed through. Bores in the liner ( 1 ) now have a direct connection to the combustion chambers.

The intake and exhaust pipes are welded to the outer edge of the liner. After exiting the outer cooling water bushing ( 27 ), the exhaust and intake pipes ( 64, 65 ) are also welded here. In the liner, which has a thickening at the relevant points for the seat of the spark plugs and injectors, the corresponding tapped holes are attached. The spark plugs ( 25 ) are not in the water-washed area. The holes for the spark plugs ( 25 ) and injection nozzles ( 133 ) are large-sized through the outer bushing se ( 27 ), so that later small bushings can be inserted vertically during assembly and then welded, once on the outer edge of the liner ( 26 ) and on the Cooling water socket ( 27 ).

Thus, the cooling water room has no connection with the Interior of the socket. Since no seals are provided are, e.g. B. cylinder head gasket, the cooling water remains room is constantly separated from the engine interior, since there are none "Burn" seals. This is a repair friendly. The welding of the intake and exhaust lines is easy because of this internal combustion engine great smoothness owns.

The cooling water supply is achieved via lines ( 30 ) and ( 29 ).

A total of eight spark plugs are accommodated in the liner, one spark plug in performance space 2 above and below, i.e. offset by 180 °. Opposite the Leis processing room 2 are again added to the spark plugs for the power chamber 1 by 90 °, that is now on the X-axis. Power room 3 has the same offset to power room 4 as power room 1 to power room 2 . Thus the engine fires at 90 ° rotation angle. With a 720 ° diagram layer, there are 16 ignitions.

In the intake and exhaust lines, the intake and exhaust valves are screwed in as a complete unit, ie the valve, valve spring and valve seat are formed as an insert. The valve inserts ( 31, 32 ) are only indicated to the extent that the approximate position can be seen. Since the valves are not exposed to the high ignition temperatures, the valves can be manufactured in a relatively light design. The spring force is usually only 1-2 bar larger than the valve area. The inlet valves open at suction pressure, the pressure acting on the valve surface and opening the valve against the spring force. At the exhaust valve, the exhaust gases pushed out against the valve so that it opens. The valves work in opposite directions, ie the exhaust gases press the inlet valve additionally against the valve seat so that no exhaust gases can penetrate into the intake ducts, conversely the intake air presses the exhaust valves against the valve seat during the intake process. The absolute tightness of the conventional valves is not necessary because the valves do not have to seal during the ignition process. In the gasoline engine version, the valves are offset from the spark plug by 90 °. The valves open under pressure control and do not require a camshaft. The valves are therefore not in the effective range when igniting and do not need to seal, as valves in today's engines have to do. There is no danger of a carburetor fire because only pure air is drawn in.

The inner wall of the liner ( 1 ), as he thinks, is honed. This is necessary because the sealing elements of the combustion chambers and working runners slide along it during the work cycles.

The sealing elements ( 21 ) and ( 127 ) are affected by this. The sealing elements ( 22 ) and ( 128 ) seal the working runner from the inside against the combustion chamber.

The sealing elements are pressed against the drain using oil pressure sealing surfaces pressed. The oil pressure becomes speed-dependent controlled. The sealing elements are in the lower, inner Area designed as a double piston.

The function is like follows:

When the oil pumps (lubricating oil pumps 40, 41 ) are switched on, oil is pressed into the lines ( 20, 24 ), which causes the sealing elements ( 21 ), which are usually divided, to reach the bushing wall (via the piston in the lower part ( 1 ) is pressed and thus seals. The same process applies to the sealing element ( 127 ), which is not divided. The sealing element ( 119 ) is pressed against the rotor tongue by spring force at the start. At the same time, lubricating oil is pressed against the surfaces to be sealed through very fine bores ( 122 ) which are present in the combustion chamber and in the runner. The holes are designed so that oil gets in front of the sealing elements, so there are no holes towards the combustion chamber.

As the combustion chambers and working rotors rotate, the centrifugal force also increases with increasing speed. To counteract this, additional pumps, not shown in the drawing, are switched on depending on the speed. At the same time, the delivery capacity of the pumps ( 40, 41 ) is throttled.

The pressure spaces ( 123 ) under the pressure piston ( 124 ) are thus reduced. About the oil bores ( 120, 121 ) oil is pressed onto the top of the piston ( 124 ), this pressure causes the sealing elements ( 21, 127 ) of the bushing ( 1 ), the centrifugal forces are pressed accordingly, so that always a Lubricating oil wedge remains on the sealing surfaces and seizing of the sealing surfaces with the sealing elements is excluded. The sealing elements ( 119 ) of the rotor tongue ( 126 ) are pressed more firmly against the top of the tongue with increasing centrifugal force, this is necessary because the sealing elements ( 119 ) would otherwise be lifted from the rotor tongues with increasing centrifugal force. For this purpose, the oil pressure is formed in the pressure chamber ( 118 ).

The upper side of the piston of the sealing elements ( 21, 127 ) is connected to the pressure chambers, the working rotor ( 131 ) and the combustion chamber ( 125 ). The pressure chamber for the centrifugal force control is the pressure chamber ( 131 ) for the working rotor, for the combustion chambers ( 125 ) and for the rotor tongue seal the space designated 118 .

In order to press the sealing elements against the liner ( 1 ), the pistons are connected to the pressure chambers ( 123 ) and ( 130 ). The pump designated with 117 for the centrifugal force control works with a speed-dependent displacement volume.

The intake air is drawn in through dry filters ( 34, 34 ' ). The cooling water is circulated by means of an electro-magnetically controlled diaphragm water pump ( 63 ). The individual exhaust pipes are brought together in the pipe mergers ( 35, 35 ' ).

Since the internal combustion engine has fresh oil lubrication, this is also not necessary the oil cooling.

In order to cool the engine parts from the inside anyway fresh air internal cooling is provided.

For this purpose, a fresh air duct ( 73 ) was attached to the motor housing and protrudes into the bushing ( 1 ).

The fresh air is drawn in by the vacuum pump ( 71 ) via the valves in the intake lines ( 31, 64 ) which are not in the combustion chamber area and via the fresh air line ( 73 ) and the solenoid valve ( 74 ). The vacuum pump ( 71 ) is driven by the exhaust gas turbine by means of a common shaft and via the flywheel ( 68 ). The turbine has number ( 67 ). The turbine is driven by the exhaust gases via the pressure-dependent valve ( 66 ). The alternator ( 76 ) is driven via the same shaft, preferably with a reduction.

They also come as materials for the individual components Steels used in engine construction today, cast iron parts and aluminum alloys for use. The seals consist of the active ingredients known today such as rubber, paper, asbestos and the well-known liquid sealants.

The power transmission part and the force absorption part, which is located to the left of the motor housing, is put into operation via the shaft extension of the shaft ( 12 ) and ( 13 ), it consists of the following individual parts:

The first part is the oil-receiving part ( 43 ) on the shaft ( 13 ). It is pivoted. At the oil intake part ( 43 ), the connection for the oil pump and the connection to the expansion tank are not shown in the drawing. The solenoid valve for compensation and storage container is designated ( 104 ). The E. connection is designated 105 . The connection to the expansion tank is made via the hose ( 106 ), while the connection to the oil pressure pump ( 92 ) is made via the hose ( 102 ).

The planet gear ( 98 ) is attached to the left of the oil receiving part ( 43 ) by means of a wedge connection on the shaft ( 13 ). The control rotor ( 78 ) of the shaft ( 13 ) is attached to the hub of the planet gear, preferably designed as a unit.

To the left of the planet gear ( 98 ) is a sun gear ( 94 ) rotatably mounted on the shaft ( 13 ). The teeth of the sun gear ( 94 ) engage from below into the, preferably three, pinion gears of the planet carrier (planet gear ( 98 ). Inside the sun gear ( 94 ) there is a cavity which is approximately in the form of a closed brake drum Protrude into this space, preferably two pistons, which lie in recesses in the shaft ( 13 ), when the pressure is low, the pistons ( 96 ), which have a type of brake lining on their top, have no contact with the tread, which acts as a brake drum trained hub of the sun wheel. The brake pads have the number ( 97 ). For the sliding back of the pistons ( 96 ), designed as compression springs return springs ( 95 ) are provided. Under the pistons ( 96 ) there is the pressure chamber, which via oil bores ( 99 ) is connected to the oil-receiving portion (43). the shaft (13) terminates simultaneously with the oil-receiving portion, from now protrudes only a shaft (12) from here. the shape of the piston and brake pads semicircular a is inevitably the result of the shape of the hub. The size and the material result from the stress on the braking device, which is performance dependent, in any case it is a material that must have a high strength, such as good heat dissipation.

The extension of the shaft ( 12 ) first takes on an outer wheel ( 90 ) which is rotatably mounted, there is no fixed connection with the shaft ( 12 ). This outer wheel is hollow on both sides and has an internal toothing on the left and right, here the gear pinion ( 93 ) rolls off in the right sprocket ( 82 ) of the planet gear ( 98 ).

In the middle of the outer wheel, another ring gear ( 79 ) is attached on the outside, which represents the starter pinion on the one hand and the power output to the transmission on the other.

To the left of the outer edge ( 90 ), a second sun gear is rotatably mounted on the shaft ( 12 ). This sun wheel ( 87 ) has a brake device inside. The piston is labeled ( 84 ), the brake pad ( 86 ) and the return spring ( 83 ). The oil pressure supply is made through the bore ( 85 ).

The toothing of the sun gear ( 87 ) engages upwards with the pinions ( 81 ) of the planet gear, which is attached to the left of the sun gear. The planet gear is fixed on the shaft ( 12 ) by means of a wedge connection.

A control rotor ( 77 ) is also attached to the planet gear.

The pinions ( 81 ) are connected upwards with the internal toothing ( 80 ) of the outer wheel, ie the teeth mesh with one another.

To the left of the planet gear, the oil receiving part ( 44 ) is rotatably mounted. The receiving part ( 44 ) is connected to the pump ( 91 ) by means of a hose ( 102 ), for reasons of overview it has the same number as the hose of the pump ( 92 ). The pressure oil is returned via the line ( 103 ) and the solenoid valve ( 101 ) to the reservoir. Since the oil receiving parts ( 43, 44 ) make a 90 ° rotation with the respective shaft and cause a pressure build-up, return springs are also provided here, which move the pumps back to their starting position. These springs are not shown in the drawing, they can only be effective when the pressure is switched off. Since these are gearwheels, a gearbox is of course necessary, this was also not shown in the drawing.

The material corresponds to that used today Materials for gear wheels. The oil intake parts can be composed of two halves.  

The third component, the electronic control, the at the same time also electro-magnetic and mechanical parts has the following parts:

The actuation of the oil pressure pumps for the brake system inside the two sun gears takes place via reflection discs, with one disc each of the shaft ( 12 ) and the shaft ( 13 ) being assigned to. The reflecting discs ( 45, 46 ) are fixed, preferably by means of a wedge connection on the shafts ( 12, 13 ). The panes have the incorporated light-dark marking on the outer edge, the associated reflection buttons ( 47, 48 ) react, ie they switch on the pressure pumps ( 91, 92 ) in the bright field. The two Zündver dividers, which preferably work electronically, are driven by an angle drive ( 55, 56 ) from the shaft ( 12 ) or shaft ( 13 ) by means of shafts ( 54, 57 ) and control the start of ignition of the eight spark plugs.

The discs ( 45, 46 ) are of narrow design, about 4 mm wide, the diameter is selected so that it fits into the overall design of the internal combustion engine and the control part.

Around the control rotor ( 77, 78 ) circular Hal extensions ( 61, 58 ) are attached, therein the reflection buttons ( 107, 108, 113 and 114 ) are attached and that is stored in rubber and vibration-free. The scanning area of the reflection sensor faces the respective control rotor. The angle of attachment is adapted to the required operating conditions, ie the timing. The shape of the reflection button is also adapted to the building requirements.

Struts ( 49 ) are attached to the outer edge of the holder ( 58, 61 ) and firmly connect the circular holders to the housing part of the motor.

On the circular brackets, which are the same for both tax runners, four braking and holding devices ( 59, 60 ) are attached at a distance of 90 °.

The following are in this braking and holding device Components, each the same, housed.

For the sake of simplicity, the braking / stopping device for both runners (tax runners) at the same time named because they work closely together.

The parts are the following:

The main bracket ( 59, 60 x), rotatably arranged on the swivel lever ( 59, 60 h), to which the pressure chamber ( 59, 60 k) is attached. In this the braking piston ( 59, 60 y), as well as the spring ( 59, 60 m), the spring ( 59, 60 l) are housed. The lines ( 59; 60 f, i) are connected to the pressure chamber. The oppositely acting pressure valves ( 59; 60 a, b) are attached in the lines. The lines lead to the pressure chamber ( 59; 60 s) which receives the holding piston ( 59, 60 u). The return spring ( 59, 60 t) is also housed here.

On the pressure chamber part, a preferably round in the y-Rich direction movable bracket ( 59, 60 q) is attached. This has a spring ( 59, 60 w) located above the locking disc ( 59, 60 r). A pivoting locking claw ( 59, 60 p) is attached to the main mount ( 59, 60 x). The locking claw is operated using a magnetic switch ( 59, 60 o). Two further reflection buttons ( 59, 60 j, v) are attached to the main bracket at the same distance from the center. The pivot lever ( 59, 60 h) is held by the bolt ( 59, 60 g).

The bracket ( 59, 60 q) is moved in the y direction via magnetic switches ( 59, 60 z).

The reciprocating double switch ( 59, 60 c) moves the knee joint ( 59, 60 e), which then moves the swivel arm ( 59, 60 h). The return spring ( 59, 60 d) ensures the return to the starting position. The lines ( 111, 112 ) give from the reflection switch to the magnetic switch ( 59, 60 z). The double switch ( 59, 60 c) is controlled via the lines ( 109, 110 and 59, 60 n).

Hydraulic oil is used in the pressure lines. The size of the piston surface and the return springs again depending on engine power and pressure conditions kept.

The pressure lines ( 59, 60 i and 59, 60 f) are flexible.

How it works:

For better understanding, only the workflow of the front engine part, i.e. the left part with the performance spaces 3 and 4 , is explained.

When the internal combustion engine is switched on, an electrical contact is first made to the oil pumps ( 40, 41 ). This causes a pressure build-up, which on the one hand creates an oil film on the sealing elements and on the other hand presses the sealing elements against the surfaces to be sealed. Here it is in the left engine part the sealing elements ( 21, 22, 127, 128 ) of the working rotor and the combustion chambers ( 7 '', 7, 7 ' ). The lubricating oil supply is through holes ( 122 ), the designation of the holes for the working runners and for the combustion chambers is the same. Thus, the combustion chamber (Z) is effectively sealed, specifically to the outside of the liner ( 1 ) by the sealing elements ( 21, 127 ), according to the side walls of the combustion chambers by the sealing elements ( 22, 128, 127 ), namely within the combustion chambers. The working rotor tongues are sealed towards the top of the combustion chamber by the sealing element ( 119 ), namely via spring force as long as the engine has low speeds. The sealing element is designed such that the lower edges run left and right of the sealing element ( 119 ) on the sealing element ( 128 ).

The motor is now set in rotation via the ring gear ( 79 ) via a starter device, which is not shown in the drawing.

Depending on the position of the reflective discs ( 45, 46 ) either shaft ( 12 ) or shaft ( 13 ) is rotated in ver. For the sake of simpler description, it is assumed that first shaft ( 12 ) is rotated in ver. It is also assumed that the working runner ( 7 '' ) is exactly in the position of the start of suction be, so perpendicular to the end of the runner up.

After the shaft ( 12 ) rotates counterclockwise by 90 °, fresh air is drawn in via the intake line ( 64 ) and the inlet valve ( 31 ). The rotor movement of the rotor ( 7 '' ) is now the suction process. The suctioned air flows into the combustion chamber ( 7, 7 ' ), the open section of the combustion chamber opening the openings for the intake and exhaust channels. The arrangements of the spark plugs and injection nozzles are also in the opening area of the combustion chamber.

It now rotates shaft ( 12 ) on which the working runner ( 7 '' ) is attached. The shaft ( 13 ), on the other hand, on which the combustion chamber ( 7, 7 ' ) is fixed, stands still at this time. The control rotor ( 78 ), which is located on the planet gear ( 98 ), is held by the braking and holding device ( 59 ), the shaft ( 13 ) cannot rotate insofar as the planet gear ( 98 ) is fixed to the shaft ( 13 ) connected is. The sun gear ( 94 ) is freely movable on the shaft ( 13 ), so the outer gear ( 90 ) can still rotate without interrupting the positive connection for the shaft ( 12 ). So that the outer wheel can continue to move, the pinions ( 93 ) roll down on the teeth of the sun wheel ( 94 ). This gives the sun gear an opposite direction of rotation. The pinion ( 93 ) roll on top of the inner ring gear ( 82 ) of the outer wheel ( 90 ).

The sun gear runs with no adhesion. The planet gear is driven together with the sun gear of the shaft ( 12 ) via the external gear ( 90 ).

Pressure oil is added to the oil receiving part ( 44 ) via the oil pump ( 91 ). The oil reaches the underside of the pressure pistons ( 84 ) via the oil bore ( 85 ). The pressure pistons ( 84 ) now lie firmly with their brake linings ( 86 ) on the inner hub of the sun gear ( 87 ). The sun gear is now blocked on the shaft ( 12 ). It now forms a unit with the planet gear ( 88 ) attached to the shaft ( 12 ). The result of this is that the teeth of the internal ring gear ( 80 ) take the pair of gears ( 81, 89 ) with the associated planet and sun gears in the direction of rotation. This happens through the outer wheel ( 90 ).

Before the rotary movement can begin, the control rotor ( 77 ) is released by the braking and holding device ( 60 ).

After the working runner ( 7 '' ) and with this the control rotor ( 77 ) have covered a swept angle of 90 °, the control rotor ( 77 ) moves towards the next braking / holding device ( 60 ).

Via the built-in reflector ( 115 ), light reflection button ( 113 ) is used to make contact via line ( 111 ) to the magnetic switch ( 59 z). This causes the holder ( 59 q) and with it the piston ( 59 u), the Fe ( 59 t), the pressure chamber ( 59 s), and the locking disc ( 59 r) in the Y direction upwards is attracted. The spring ( 59 w) is compressed. The locking claw ( 59 p) holds the parts just mentioned in the above position. The flexible lines ( 59 f, 59 l) are moved mitbe.

Shortly thereafter, the control rotor ( 77 ) reaches the pressure piston ( 59 y), which is now pushed into the pressure chamber ( 59 k), thereby gently braking the control rotor ( 77 ). In the meantime, the control rotor ( 77 ) has passed the reflection key ( 59 v). This gives contact with the magnetic switch ( 59 z), which in turn has the consequence that the locking claw ( 59 p) releases the locking disc ( 59 r). The spring ( 59 w) presses the holder ( 59 q) with the piston, pressure chamber and spring back down in the Y direction.

By pushing in the piston ( 59 y), the pressure oil is pressed through the pressure chamber ( 59 k) and the line (hose) ( 59 i) through the pressure valve ( 59 b) into the pressure chamber ( 59 s). The result is that the pressure oil pushes the piston ( 59 u) out. The piston ( 59 u) now presses against the control rotor ( 77 ) from the rear of the control rotor, so that the control rotor cannot turn back again. So he will keep. In the direction of rotation, the control rotor ( 77 ) can only run until the piston has completely disappeared in the pressure chamber ( 59 k). Then a strong spring ( 59 l) ensures that the control rotor ( 77 ) can no longer run. The control rotor ( 77 ) has now reached its end position, which is exactly between the two reflection buttons ( 59 j and 59 y). The spring ( 59 l) is designed so strong that it is not possible for the control rotor ( 77 ) to continue rotating, although the compressed air from the subsequent combustion chamber ( 7, 7 ' ) against the working rotor ( 7'' ) flows, consequently also against the control rotor ( 77 ), presses.

After the working runner ( 7 '' ) has ended the intake stroke, or shortly before, the solenoid valve ( 101 ) from the Re flexionstaster ( 48 ) by means of a reflective disc ( 45 ) is controlled. This has the consequence that the pressure oil behind the brake piston ( 84 ) through the bore ( 85 ) and oil receiving part ( 44 ), as well as the line ( 103 ) and the solenoid valve ( 101 ) gets into the compensation reservoir. The brake pistons ( 84 ) are pressed by springs ( 83 ) to the shaft center of the shaft ( 12 ). The sun gear can move freely. The planet gear ( 88 ) is held together with the control rotor ( 77 ) in the brake holding device ( 59 ). Thus, the pinions ( 81 ) are forced to rotate on their own axis, since the outer wheel continues to turn dig. As a result, the freed sun gear is now taken, whereby it receives the reverse rotation sense.

At the same time, the pump ( 92 ) is activated. Pressurized oil reaches part ( 43 ) through the hose ( 102 ). The oil reaches the rear side of the brake pistons ( 96 ) via the bore ( 99 ) and presses these, which are incorporated in the shaft ( 13 ), with their brake pads ( 97 ) against the (closed) inner hub of the sun gear ( 94 ). The sun gear ( 94 ) and the planet gear ( 98 ) now form a rotatable unit via their tooth flanks. At the same time, with frictional engagement of the gears, the control rotor ( 78 ) from the brake piston ( 60 y) is released.

This is done as follows from:

Since the control rotor ( 78 ) on the planet gear ( 98 ) is firmly connected and both are connected to the shaft ( 13 ), so they are on the same shaft as the combustion chamber ( 7, 7 ' ), this in turn over the intermediate piece ( 16 ) enters into a connection with the auxiliary shaft ( 11 ), on which, as is known, the working runners ( 9 '', 10 '' ) are placed and one of the two runners is just before the working cycle, i.e. the ignition takes place, this ignition pressure is used , which is between 50 and 90 bar in order to set the combustion chamber and thus the control rotor ( 78 ) in motion.

The control rotor ( 78 ) now presses the spring ( 60 l) via the piston ( 60 y). Up to this point, the control rotor ( 78 ) was held by the braking holding part ( 60 ). Because the spring ( 601 ) is compressed, the control rotor ( 78 ) is able to get past the reflection button ( 60 j). The reflector ( 116 ) makes contact with the double magnetic switch ( 60 c) via reflection button ( 60 j) and cable ( 60 m). This causes the scarf to attract and swing the holder ( 60 h) outwards via a linkage of the knee joint ( 60 e). Return spring ( 60 l), piston ( 60 y), pressure chamber ( 60 k) and the lines (hoses) ( 60 i and 60 f) are attached to the holder. If the upper position is reached, the control rotor ( 78 ) can pass. About 30 ° rotation angle later the opening is finished, caused by a further reflection button ( 108 ), which is attached to the circular holder ( 61 ). If the reflection button receives the impulse, the double switch ( 60 c) is switched off via the line ( 110 ). The return spring ( 60 d) then presses the holder ( 60 h) over its knee joint ( 60 e) into its starting position.

In this process, the pressure oil was returned from the pressure chamber ( 60 s) via the line ( 60 f) and valve ( 60 a) to the pressure chamber ( 60 k), which is ensured by the piston return springs.

Thus a 90 ° rotation of the working runner with the associated control rotor and a 90 ° rotation of the associated combustion chamber along with control rotor and described.

These processes are repeated every 90 ° with a rotation, alternating between the shaft ( 12 ) and the shaft ( 13 ).

To understand the processes of all four performance getting rooms will now roughly outline the processes here went.

Again, only a 90 ° turn is described. For a better understanding of a 360 ° rotation, reference is made to FIG. 11. For the sake of simplicity, the designation cylinders was chosen on the drawing instead of the designation power rooms.

With a 90 ° rotation, the positions are the firing chambers and runners as follows.

Performance space (cyl.) 1 sucks in:
Turn shaft ( 11 ) and ( 13 ), rotor ( 10 ′ ′ ) sucks in from the upper intake duct,
Runner ( 9 '' ) who also sits on the shaft ( 11 ) does the job.

As is known, shafts ( 11 ) and ( 13 ) rotate together, the shaft ( 11 ) only representing the auxiliary shaft of the shaft ( 13 ); thus the combustion chambers ( 7, 7 ', 8, 8' ) rotate at the same time as the rotors ( 9 '' and 10 '' ); the combustion chamber ( 8, 8 ' ) of the power chamber 3 compresses; the combustion chamber ( 7, 7 ' ) ejects the gases.

The shaft ( 12 ) is constantly above this swept angle of 90 °.

In this work system, the runner once acts as Pistons (in a conventional engine): suction and working. On the other hand the combustion chamber acts as a cylinder wall conventional sense) and once it's a piston: compressing, Expel.

The entire description was deliberately used refrains from responding to injection and ignition as these are for the different engine types (Otto diesel) different are.  

The new combustion engine has a total of 4 performance spaces me and therefore has a 720 ° diagram 16 ignitions at two revolutions. The smooth running corresponds to that of a 16-cylinder engine conventional design and this is achieved with the Components of a four-cylinder.

By moving the spark plugs and or injection nozzles at 90 ° each made it possible that every 90 ° rotation angle can be ignited, this corresponds to an ignition diagram an 8-cylinder conventional design. This reached but only 8 ignitions at 720 ° crank angle, however, the internal combustion engine according to the invention even with a 360 ° rotation.

This special design and the addition of additive devices such as exhaust gas turbine, vacuum pump, internal cooling, adjustable sealing elements and its weight, the differs Internal combustion engine according to the invention from a conventional engine.

In purely arithmetical terms, the internal combustion engine has one 78% better filling because the opening times of the intake valves, converted to a 720 ° diagram approx. 425 ° KW. In contrast, the opening times are a conventional motor between 269 and 297 °, purely mathematically a filling improvement of approx. 50%.

In addition, considerable amounts remain in conventional engines after the exhaust stroke Residual gases in the cylinder, the forced the quantities for fresh air or fuel Lower air mixture.

In the new combustion engine, the residual gases are vacuumed  pump sucked off. The pump is powered by the exhaust gas turbine driven.

The exhaust gases also drive through the same wave an alternator, the alternators power no longer has to be applied directly by the engine the.

In conclusion, it can be stated that in the case of the invention Internal combustion engine as particularly advantageous, for example low wear, long service life, simple construction, the reduced pollutant content, the simple design of the Cooling and the lubricating oil system, the smooth running, conditionally u. a. also due to less moving mass parts and the even Torque must be emphasized.

The performance-specific data also result mathematically, an increase in efficiency in the gasoline engine from currently 0.28 to approx. 0.52, for the diesel engine even to a value of approx. 0.62.

Claims (24)

1. Internal combustion engine with a plurality of nested shafts ( 11, 12, 13 ) on which working runners ( 7 '', 8 '', 9 '', 10 '' ) and combustion chambers ( 7, 7 ', 8, 8', 9, 9 ′, 10, 10 ′ ) are fastened at different axially one behind the other, characterized in that each working runner ( 7 ′ ′, 8 ′ ′, 9 ′ ′, 10 ′ ′ ) and combustion chambers ( 7, 7 ′, 8, 8 ', 9, 9', 10, 10 ' ) laterally ver sets, be attached at an inclined angle of 10 to 15 °, the working runners ( 9'',10'' ) on the solid shaft ( 11 ) are attached, the hollow shaft ( 12 ) takes the working runners ( 7 '', 8 '' ) and the combustion chambers ( 9, 9 ', 10, 10' ), the hollow shaft ( 13 ) are the combustion chambers ( 7, 7 ', 8, 8 ' ) assigned, wherein the solid shaft ( 11 ) and the hollow shaft ( 13 ) are joined together within the motor to form a unit, the hollow shaft ( 12 ) is formed outside the motor in the continuation as a solid shaft, the au f the shafts ( 11, 12 ) attached work runners ( 7 '', 8 '', 9 '', 10 '' ) are attached to rotor tongues ( 126 ), these are provided with adjustable sealing elements ( 22, 127, 128 ), the Combustion chambers ( 7, 7 ', 8, 8', 9, 9 ', 10, 10' ) are assigned to the split sealing elements (adjustable) ( 21 ), the combustion chambers being mounted on grooved ball bearings sealed on both sides and controlling the working runners and Combustion chambers is effected by means of a hydraulic-mechanical power transmission part and electronic-mechanical control, the power transmission part being a braking device which is accommodated in the interior of the gear hub of the sun gears ( 94, 87 ) and two planet gears ( 88, 98 ) and an internally toothed outer gear ( 90 ) with an external ring gear ( 79 ) that control runners ( 77, 78 ) attached to the planet gear hubs are controlled via a braking / holding device ( 59, 60 ), two Separately running distributors ( 52, 53 ) provide ignition for spark ignition versions and reflection buttons initiate the electronic control, and that the gas exchange is controlled by pressure-dependent valves ( 31, 32 ). 2. Internal combustion engine according to claim 1, characterized in that the exhaust gases are sucked by means of a suction device from the combustion chambers, an exhaust gas turbine attached to the exhaust pipe junction ( 35 ) via a common shaft drives a vacuum pump made of heat-resistant materials (e.g. heat-resistant high-alloy materials that can withstand temperatures around 600 ° C). 3. Internal combustion engine according to one of claims 1 or 2, after which the alternator from the exhaust pipe gas is driven by gears. 4. Internal combustion engine according to one of claims 1 to 3, characterized in that the exhaust gas suction device by means of a pressure-dependent made of heat-resistant material existing valve ( 66 ) which opens and closes at a certain pressure and before the tur bine ( 67 ) in the exhaust line ( 65 ) is inserted vertically, is controlled. 5. Internal combustion engine according to one of claims 1 to 4, characterized in that the motor has a Rundumküh treatment, which is achieved in that a certain distance around the bushing ( 1 ) is placed a second bushing, whereby space for is the cooling water, and that the cooling water bushing is welded to the collar of the bushing and is completely sealed, so that a cylinder head gasket is not required. 6. Internal combustion engine according to one of claims 1 to 5, characterized in that the cooling liquid is circulated by means of an electromagnetic membrane water pump, which is attached in the lower water channel ( 30 ). 7. Internal combustion engine according to claim 6, characterized in that the motor has an internal cooling system, which consists of a suction line ( 73 ), the solenoid valve ( 74 ), a vacuum pump ( 71 ) and the pressure valve ( 66 ), the suction line being on the bushing ( 1 ) is welded on, and air is sucked in through the opening of the bushing, which protrudes into the engine interior, by means of the inlet valves, which are not in operation, by means of the vacuum pump ( 71 ). 8. Internal combustion engine according to claim 7, characterized in that the deep groove ball bearings used on both sides Seals and heat-resistant lubrication fillings to sit. 9. Internal combustion engine according to one of claims 1 to 8, characterized in that the motor has on the hollow shafts ( 12, 13 ) mounted oil receiving parts, de nen lubricating oil via hoses ( 39 ) connected pumps ( 37, 38, 40, 41 ) is fed. 10. Internal combustion engine according to claim 9, characterized in that the lubricating oil pumps have an adjustable displacement volume and are controlled as a function of speed via the hollow shafts ( 12, 13 ). 11. Internal combustion engine according to claim 10, characterized in that the hollow shafts ( 12, 13 ) each have 120 ° laterally offset recesses. 12. Internal combustion engine according to claim 11, characterized in that the engine with four performance spaces 8 and 16 ignition lungs, each offset by 90 °. 13. Internal combustion engine according to one of claims 1 to 12, characterized in that the cross-section run the intake ducts and exhaust ducts are passed through the water jacket and are welded to the bushing ( 1 ) outside and to the cooling water bushing inside and outside. 14. Internal combustion engine according to claim 13, characterized in that the intake and exhaust valve units ( 31, 32 ) are screwed out removable in the intake and exhaust channels. 15. Internal combustion engine according to claim 14, characterized in that on the hollow shafts ( 12, 13 ) reflection discs are mounted on wedge connections, the shape of which is expediently round. 16. Internal combustion engine according to claim 15, characterized in that the control rotor ( 77, 78 ) are braked by means of a braking holding device ( 59, 60 ), which is screwed onto the circular holder ( 61, 58 ) centered by pins, the holder ( 61, 58 ) is preferably screwed onto the cover ( 2 ). 17. Internal combustion engine according to one of claims 1 to 16, characterized in that the braking and holding the control rotor via piston and oil pressure happens ge, and that the brake and holding pistons ( 59, 60 y, 59, 60 u) in the pressure chambers ( 59, 60 k and 59, 60 s) are arranged so that they can move in the X direction so that the piston-pressure chamber units are rotatably or displaceably attached via brackets ( 59, 60 q and 59, 60 h) and from the holding part ( 59, 60 x) be included. 18. Internal combustion engine according to one of claims 1 to 17, characterized in that the parts of the holding and braking device, the moving parts, via Re flexion buttons, which are screwed circularly and in rubber to the circular holder ( 61, 58 ), are controlled will. 19. Internal combustion engine according to one of claims 1 to 18, characterized in that the water cooler on Mo door housing without the use of rubber hoses is screwed. 20. Internal combustion engine according to one of claims 1 to 19, characterized in that the power transmission unit consists of sun gears, planet gears and an outer wheel, the sun gears ( 87, 94 ) on the hollow shafts ( 12, 13 ) are rotatably mounted and inside have a hydraulic braking device that the outer wheel is also rotatably mounted on the solid shaft ( 12 ) and that the planet gears ( 88, 98 ) are fastened to the hollow shafts ( 12, 13 ) preferably by means of a spline connection. 21. Internal combustion engine according to one of claims 1 to 20, characterized in that the individual engine parts such as working runners, combustion chambers, liner and tax Correspondingly made of cast iron, steel, aluminum or Steel alloys are manufactured. 22. Internal combustion engine according to one of claims 1 to 21, characterized in that the combustion chambers in position middle, similar to a connecting rod on the crank pin, are divided. 23. Internal combustion engine according to one of claims 1 to 22, characterized in that the number of benefits spaces from 1 to 16, and that their design is results from the arrangement of the performance rooms. 24. Internal combustion engine according to one of claims 1 to 23, characterized in that the engine with shift charge can be operated, with on pins the combustion chamber rear wall of the combustion chamber in two can be.