[go: up one dir, main page]

US3853100A - Free piston engine with antiknock means - Google Patents

Free piston engine with antiknock means Download PDF

Info

Publication number
US3853100A
US3853100A US00332988A US33298873A US3853100A US 3853100 A US3853100 A US 3853100A US 00332988 A US00332988 A US 00332988A US 33298873 A US33298873 A US 33298873A US 3853100 A US3853100 A US 3853100A
Authority
US
United States
Prior art keywords
piston
engine
power
cylinder
chamber
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.)
Expired - Lifetime
Application number
US00332988A
Other languages
English (en)
Inventor
A Braun
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.)
Tectonics Companies Inc
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 US00332988A priority Critical patent/US3853100A/en
Priority to IL44133A priority patent/IL44133A0/xx
Priority to ES423187A priority patent/ES423187A1/es
Priority to DE2407028A priority patent/DE2407028C2/de
Priority to FR7405299A priority patent/FR2218476B3/fr
Priority to CA192,691A priority patent/CA999528A/en
Priority to BE140971A priority patent/BE811100A/fr
Priority to NLAANVRAGE7402113,A priority patent/NL181675C/xx
Priority to AT0123174A priority patent/AT388028B/de
Priority to AU65676/74A priority patent/AU6567674A/en
Priority to JP1906074A priority patent/JPS572895B2/ja
Priority to IT20845/74A priority patent/IT1007653B/it
Application granted granted Critical
Publication of US3853100A publication Critical patent/US3853100A/en
Assigned to TECTONICS COMPANIES reassignment TECTONICS COMPANIES ASSIGNMENT OF ASSIGNORS INTEREST. SEE DOCUMENT FOR DETAILS Assignors: BRAUN, ANTON T.
Assigned to TECTONICS COMPANIES, INC., A CORP. OF MN reassignment TECTONICS COMPANIES, INC., A CORP. OF MN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: COMPRESSOR PARTNERS LTD., HILLIARD-LYONS PATENT MANAGEMENT, INC., A CORP. OF KY, HLPM NETHERLANDS BV, A DUTCH CORP.
Anticipated expiration legal-status Critical
Assigned to HOLLORAN, ANNE F., SUPERIOR VENTURES, HILL, LARRY, KNELMAN, I.P. (KIP), KOEHLER, DAVID, PLATT, DOUGLAS R., INVESTMENT ADVISERS, INC., RAHN, NOEL, TSCHUDY, RICHARD H., CARLIN, JULIAN P., M. DANN AND COMPANY PROFIT SHARING PLAN, STRUTHERS, RICHARD E., ROTHMEIER, STEVEN G., HEADRICK, MARK, IAI VENTURE PARTNERS II reassignment HOLLORAN, ANNE F. SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TECTONICS COMPANIES, INC.
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
    • F04B17/05—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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

Definitions

  • the free plston englne has 2,81 1,958 11/1957 Roush 123/46 two POWer Plstons actlng alternately a slngle assem- 2,916,025 12/1959 Klotsch 123/46 y
  • the Pressure ratio y be varied y controlling 3,016,689 1/1962 Bayer et a1 123/46 the amount of fuel admitted into one or more of the 3,020,706 2/1962 Horgen power cylinders.
  • the apparatus also contemplates 3924591 3/1962 et means for changing the return energy if a movable 3,118,434 1/1964 Kosoff 123/46 member driven by the piston moves too far with spect to an associatedstationary member.
  • knocking any abnormal combustion condition, such as preignition, autoignition or rumble resulting in abnormal pressure rises in the cylinder. Such knocking can cause severe damage to an engine and it also reduces the efficiency of the engine. On the other hand, the engine usually operates at its maximum efficiency just before it begins to knock.
  • the present invention is concerned with a free piston engine in which knocking is prevented by sensing an incipient knocking condition and changing the total return energy available to move the piston in its compression stroke and thus changing its compression ratio to reduce the tendency to knock.
  • the adjustment of the return energy can be accomplished by varying the pressure in the bounce chamber.
  • the pressurein the chamber is decreased when a knocking tendency occurs.
  • the bounce chamber is a negative bounce chamber, the pressure is increased to prevent knocking.
  • Free piston engines are often employed to operate compressors. Where this is done, some of the compressed air in the compressor may be used to control the apparatus for adjusting the return energy.
  • the means for sensing incipient knock may control a pilot valve of a pressure motor, the pressure of which is supplied by the compressor driven by the free piston.
  • the return energy for a cylinder in which a knock condition is incipient can be adjusted by varying the fuel supplied to the opposite cylinder. If desired, the fuel to both cylinders can be adjusted simultaneously.
  • a knocking condition may occur in one cylinder and not in another, it is desirable to employ either a sensor responsive to the occurence of a knocking condition in either cylinder or two sensors, each associated with a different cylinder.
  • the de' livery of fuel may be adjusted by adjusting the output of a fuel injection apparatus.
  • This fuel injection apparatus may be either of a mechanical or electrical type.
  • the apparatus for adjusting the return energy to adjust the compression ratio can incorporate means for detecting excessive movement of a member driven by the engine. It is customary to employ some energy absorbing device in connection with such a free piston engine, this energy absorbing device constituting the load. Such devices commonly employ a movable member driven by the power piston and a stationary element.
  • the energy absorbing device may be in the form of a compressor having a piston movable in a cylinder.
  • My apparatus contemplates that where the movable member moves too far as, for instance, if the compressor piston moves too close to the compressor cylinder head, means responsive to such excessive movement causes the return energy to be adjusted independently of the knock responsive means so as to reduce the compression ratio and hence to educe the extent to which the movable driven member is moved by the power piston.
  • the sensing means in such case may take the form of an element di rectly engaged by the movable member when it moves too far.
  • the element may be a member directly engaged by the piston when it moves too close to the cylinder head. Again, a portion of the air in the compressor chamber may be employed for the controlling action.
  • FIG. 1 is a schematic view showing a free piston engine in longitudinal cross section and incorporating the improved knock control features of the present invention
  • FIG. 2 is a schematic view of modified form of my invention employing a pneumatic control for varying the return energy and also showing means for guarding against excess movement of the movable member driven by the power piston;
  • FIG. 3 is a fragmentary view showing a modified arrangement for sensing excessive movement of the driven member
  • FIG. 4 is a schematic view of a further modification in which there are alternately acting power pistons, each power piston and cylinder acting to provide the return energy for the other piston and in which there are sensors responsive to incipient engine knock, which fuel pumps are individually adjusted depending upon the incipient knock condition in the cylinder opposite to that with which the fuel pump is associated.
  • the same reference numerals have been used to designate the same or identical parts or elements in the various embodiments of the engines shown.
  • right, left, right end, and left end are used herein, it should be understood that these terms have reference only to the structure shown in the drawings, as it would appear to a person viewing the drawings and are utilized only to facilitate describing the invention.
  • FIG. 1 I have shown my invention as applied to a free piston engine of the type shown in my prior US. Pat. NO. 3,501,088.
  • a free piston engine includes a power section 12, a balancer-synchronizer section 13 and an energy absorbing device shown schematically at 14.
  • the energy absorbing device 14 may be a compressor such as shown in the drawing, a pump, a generator, or other device which utilizes or absorbs reciprocatory power.
  • this comprises a cylinder housing 15 which has a power cylinder 16 formed therein.
  • a power piston 17 having an outer face 18 is positioned within the cylinder 16 for reciprocal movement therein.
  • the piston 17 is provided with a skirted side wall 21.
  • Piston rings 22 are carried in grooves formed in the piston 17 for minimizing the leakage of gases between the cylinder 16 and the piston 17.
  • the left-hand end of the cylinder housing 15 is closedto form a cylinder head 24, which with the outer face 18 of the piston 17 define a combustion chamber 26 in the cylinder 16.
  • a spark plug 25 Secured in and extending through the head 24.is a spark plug 25 which is connected to any suitable ignition wire 28 leading to a suitable source of ignition voltage. Also secured and extending through the head 24 is a conventional fuel injector unit 27 which is connected to a suitable fuel supply pipe 29. As will be described later, the piston 17 is moved towards the head 24 by a return energy means. By proper selection of the amount of return energy, air is compressed to a desired extent in combustion chamber 26 by the leftward movement of piston 17. During the compression stroke, fuel is introduced into the cylinder through the injector 27 and at an appropriate time in the compression cycle, the spark plug 25 is fired to cause the mixture of the fuel introduced by injector 27 and the air to be ignited.
  • the compression ratio is the ratio between the volume of the combustion chamber at the time when the compression of the air in thechamber begins and that at the time in the engine cycle that piston 17 movesclosest to the head 24.
  • This compression ratio depends upon the return energy available to move the piston and, as will be described, the present invention contemplates means for varying this return energy in order to control the compression ratio so as to prevent knocking.
  • the cylinder housing 15 is provided with inlet and exhaust ports. Typical inlet openings are indicated by the numeral 31 and a typical one of these exhaust openings is indicated by reference numeral 32. It will be understood that there may be a plurality of intake openings 31 and exhaust openings 32. The exhaust openings 32 are somewhat closer to the cylinder head than the inlet openings 31 to insure scavenging of the exhaust gases.
  • the synchronizer balancer is located in the housing 35 and comprises a double rack member 36 which is connected to and coaxial with the piston rod 37 secured to the piston 17.
  • the synchronizing mechanism 13 also includes a pair of pinions 38 and 39 which are mounted for rotation about fixed axes. The pinions 38 and 39 engage two spaced rack members 40 and 41 which are held together by side plates, only 42 of which appears in the drawing.
  • the rack member 36 operating through the pinions 38 and 39 is effective to move the assemblage comprising the rack members 40 and 41 and the side plates to the left and hence balance the forces imparted to the engine by the movement of all of the parts movable with rod 37.
  • the function of the synchronizer assembly is, as pointed out above, more fully described in the above-mentioned Braun US. Pat. No. 3,525,102.
  • the energy absorbing device 14 is shown as a compressor.
  • This consists of a cylinder housing forming a compressor cylinder 51 in which moves a compressor piston 52 secured to a piston rod 53 which in turn is secured to the double rack member 36 and the power piston rod 37, compressor piston rod 53 being coaxial with power piston rod 37.
  • power piston 17, double rack 36, piston rod 53, and compressor piston 52 move as a unit.
  • the piston 52 like power piston 17, may be provided with piston rings 55 carried in grooves formed in the piston 52.
  • a cylinder head 56 Secured to the end of the cylinder housing 50 is a cylinder head 56.
  • the cylinder head 56 is provided with an inlet passage 58 therethrough which is closed during the compression stroke of piston 52 by a check valve 59 which opens inwardly to admit air on the suction stroke of piston 52.
  • the cylinder head 56 is also provided with an outlet passage 61 which is closed during the suction stroke of piston 52 by an outwardly opening check valve 62. Passage 61 may lead to a suitable reservoir for maintaining the compressed air under pressure. Valves 59 and 62 are normally biased so as to aid the seating of these valves.
  • piston 52 and power piston 17 are abruptly moved to the left by reason of the pressure existing on the right-hand side of piston 52.
  • outlet valve 62 will close as soon as the pressure on the outlet side of valve 62 is greater than the pressure between the piston 52 and the head 56.
  • Inlet valve 59 will open as soon as the pressure between the piston 52 and the head 56 falls below the pressure existing upstream of valve 59 and air is drawn into the compression chamber between piston 52 and head 56.
  • the two pistons 17 and 52 continue to move to the left.
  • the inletopenings 31 were opened by movement of the piston 17 to the right, air was admitted into the combustion chamber through the inlet openings 31.
  • the air compressed by compressor piston 52 thus is I not only supplied to a reservoir but also acts as the medium in which the return energy necessary to move the piston 17 in its compression stroke is stored.
  • the compressor piston 52 and the compressor cylinder 51 act as part of the return energy means for power piston 18.
  • the action of this return energy means is partially opposed by a bounce chamber 65 on the left-hand side of piston 52.
  • This chamber exists between the left-hand side of piston 52 and a partition wall 66 between the left-hand end of cylinder 51 and the housing 35 for the synchronizer 13.
  • the bounce chamber may be either a positive or negative bounce chamber depending upon whether the effect of the chamber is to add to or subtract from the return energy available to move the power piston on its compression stroke.
  • the chamber functions as a mega tive bounce chamber in that a pressure is built up as piston 52 moves to the left, this pressure retarding the movement of compressor piston 52 and power piston 17 during the compression stroke of the latter.
  • An opening 67 extends through the wall of the cylinder housing 50 and inserted into this opening is an inwardly opening check valve 68, biased to closed position, which communicates at its outer end with a restricted orifice member 69.
  • An opening 71 also extends through the wall of cylinder housing 50 and secured in this opening is a pressure biased outlet valve 72.
  • This outlet valve 72 has a passage 73 communicating at its lower end with the interior of the bounce chamber 65. At its upper end, the passage 73 terminates in a valve seat upon which a valve member 75 is adapted to seat.
  • the valve member 75 controls the communication between passage 73 and an exhaust opening 74.
  • a chamber 76 is formed between the upper space of valve member 75 and the outer wall of the housing of the valve 72. The pressure in this chamber determines the bias on valve member 75. Air is supplied to chamber 76 through the conduit 78 leading from a source of control fluid 79. The flow of control fluid from source 79 to the chamber 76 is controlled by a valve 80. Air or any other control fluid being used is allowed to continuously escape from chamber 76 through a bleedorifice 81. Thus, the pressure in chamber 76 is dependent upon the size of the orifice 81 and the extent to which valve 80 is opened. While the valve 80 is open, the pressure tends to build up in chamber 76 forcing valve member 75 harder against its seat. Whenevervalve 80 is closed, the pressure bleeds off through orifice 81. Fluid escaping through orifice 81 may be suitably recirculated, if desirable.
  • the valve 80 is operated by an electrical solenoid 82 or any other suitable actuator.
  • the energization of solenoid 82 is controlled by a sensor 84 secured to the head 24 of the power cylinder 15.
  • Sensor 84 may be any suitable device for responding to vibrations of an engine element indicating incipient knocking and which is effective when subjected to such vibrations to produce an electrical signal. Devices of this type are well known and need not be described in detail. A typical device of this type is that shown in the Lancor US. Pat. No. 2,619,605.
  • the output of sensor 84 is connected through an electrical conductor 85 and a ground connection 86 to a suitable electronic amplifier 87 supplied with power by input power leads 88 and 89.
  • the amplifier preferably has some conventional means for filtering or otherwise modifying the signal to provide a relatively uniform output.
  • the output of amplifier 87 is applied through conductors 90 and 91 to the solenoid operator 82 of valve 80.
  • sensor 84 detects incipient knocking of the engine 12, it produces a signal which is amplified and filtered in amplifier 87 and causes energization of the solenoid 82 to open valve 80 admitting pressure fluid from the source 79 through line-78 to the chamber 76.
  • the return energy stored in the air which has been compressed to the right of piston 52 is now effective to move compressor piston 52 to the left and hence to move power piston 17 to the left so as to cause compression of the air which has entered chamber 26 through air inlet openings 31.
  • the extent to which piston 17 moves to the left is dependent upon the amount of return energy available. This is determined not only by the amount of air and its pressure on the right-hand side of piston 52 when the piston 52 is at its nonnal reversal point near' cylinder head 56, but also by the pressure in negative bounce chamber 65.
  • the pressure of the air on the right-hand side of piston 52 is normally relatively constant due to the demand for a constant pressure-in the air reservoir to which outlet passage 61 is connected.
  • the pressure available for moving 7 power piston 17 in its compression stroke is dependent upon the total return energy available, this return energy being the result of the opposing energy factors on opposite sides of compressor piston 52. Since, the energy on the right-hand side of piston 52 is normally relatively constant and cannot be adjusted independently of load and compressor discharge pressure, adjustment is made of the pressure in the bounce chamber 65. This is done by adjusting the pressure in the pressure chamber 76 acting on the valve member 75.
  • the vibration sensor 84 senses the vibration associated with an incipient knock of the engine
  • the sensor is effective to produce an output which results in the energization of solenoid operator 82 to open valve 80 admitting pressure from the source 79 of control fluid to the pressure chamber 76.
  • This will result in an increase in the pressure in this chamber to bias valve member 75 more firmly into engagement with its seat requiring a greater pressure in chamber 65 before valve member 75 can be released.
  • This prevents compressor piston 52 and power piston 17 from moving as far to the left as was previously the case.
  • the compression ratio is reduced to in turn reduce the tendency of the engine to knock.
  • the solenoid operated valve 80 will reopen each cycle until the sensor has detected that any tendency to knock has disappeared.
  • the solenoid valve 80 remains closed and the pressure accumulated in chamber 76 starts to reduce due to the control fluid bleeding off through the bleed orifice 81. This will reduce the pressure in chamber 76 reducing the bias on valve member 75 and hence reducing the ultimate pressure in bounce chamber 76. This will in turn permit pistons 52 and 17 to move further to the left, again increasing the compression ratio. This effect will continue until the sensor 84 again detects an incipient knock condition at which time the process will be repeated. It will thus be apparent that the pressure in negative bounce chamber 65 is continuously adjusted up and down in such a manner that the compression ratio within the power cylinder 12 is always close to but slightly less than the value at which sustained knocking occurs. Since, as previously pointed out above, it is desirable to operate an engine as close to a knock condition as possible, this will result in maximum efficiency of the engine under any given set of operating conditions.
  • FIG. 2 I have shown a modified form of my invention in which a mechanical instead of an electrical means is employed for sensing an incipient knock condition and controlling the bias on the outlet valve of the bounce chamber and in which the bias on this valve is also controlled by means responsive to the position of a movable member driven by the power piston.
  • the power section 12 is the same as in FIG. 1.
  • the same reference numerals have been applied and it is believed unnecessary to repeat the description of this section of the apparatus except for the knock sensing element which will be described later. Similarly, the knock sensing element which will be described later. Similarly, the knock sensing element which will be described later.
  • balancer synchronizing section 13 is the same and similar reference characters have been applied to this.
  • the energy absorbing device 14 is in the form of an air compressor having a compressor piston 52 movable in a compressor cylinder housing 50 defining a compressor cylinder 51. There are also inlet and outlet check valves 59 and .62
  • a positive bounce chamber 102 This is formed by elongating the housing so that it is somewhat longer than the one in the engine of FIG. 1.
  • An inner cylindrical housing 103 extends to the right from the partition wall 66 and this housing defines a cylinder 105 in which moves a bounce piston 106.
  • the space within cylinder 105 to the left of piston 106 may be in free communication with the space within the balancer synchronizer section or may communicate with any other area at atmospheric pressure so that no substantial pressure exists to the left of piston 106.
  • the cylindrical housing 103 is provided with suitable means (not shown) for admitting air on the right-hand side of piston 106 when the piston is moving to the left but not permitting its escape when the piston is movign to the right.
  • suitable means (not shown) for admitting air on the right-hand side of piston 106 when the piston is moving to the left but not permitting its escape when the piston is movign to the right.
  • the pressure in the positive bounce chamber existing on the right-hand side of bounce piston 106 could be controlled to prevent knock. In'such a case, the pressure in this chamber would be reduced whenever an incipient knock condition exists.
  • there is a biased outlet valve 110 for permitting escape of some of this air.
  • This biased outlet valve 110 corresponds generally in function to valve 72 of FIG. 1.
  • the valve member 113 is provided with a stem 1114 secured to a diaphragm 115 forming part of a pressure motor 116.
  • the pressure motor is formed of two housing members 124 and 1 18 between the flanges of which the diaphragm 115 is clamped.
  • the chamber between the diaphragm 115 and upper housing memberl24 is open to the atmosphere, there being a passage 119 therethrough.
  • the chamber between the lower housing member 118 and diaphragm 115 constitutes the pressure chamber of the pressure motor 116. Fluid is admitted to this chamber through a conduit 120 extending into the chamber. A restricted bleed 121 is also connected to the chamber below diaphragm 115.
  • a suitable biasing means such as spring 125, is interposed between the inner wall of housing member 118 and diaphragm 115 and acts to bias valve member 113 against its seat. The biasing effect of spring 125 is augmented by the fluid pressure in the chamber beneath diaphragm 115 so that the total bias exerted on valve member 113 is the sum of that exerted by spring 125 and the fluid pressure exerted on diaphragm 115.
  • the pressure in the chamber beneath diaphragm 115 is varied by selectively admitting air through conduit 120 to this pressure chamber at a rate greater than it can bleed off through the restricted bleed 121.
  • the conduit 120 is connected through a conduit 122 to the outlet opening of a pilot valve 126, the inlet of which is connected to a source 127 of compressed air.
  • This source of compressed air like source 79 of FIG. 1, may be the reservoir of compressed air which is supplied by the compressor 14.
  • the pilot valve 126 includes a valve member 128 biased into engagement with a valve seat 129 by a spring 130.
  • the valve member 128 is normally maintained in engagement with the valve seat 129 by the spring 130; in other words, the pilot valve 126 is normally closed.
  • valve member 128 Connected to valve member 128 is a valve stem 131, the outer end of which engages a rocker arm 133 pivotally secured to cylinder head 24 by a pivot pin 134.
  • rocker arm 133 has an adjusting screw 135 extending therethrough.
  • the inner end of this adjusting screw 135 engages an anvil 136 secured to the head 24.
  • the adjusting screw 135 is normally adjusted so that valve member 128 is held in closed position by biasing spring 130 when the engine is operating in a normal manner.
  • the anvil 136 When, however, an incipient knock condition occurs, the anvil 136 is vibrated causing arm 133 to be rocked in a counterclockwise direction to open the pilot valve 126 and admit air from the source 27 of compressed air through conduits 122 and 120 to the underside of the diaphragm 115. Thisresults in the pressure in the chamber beneath diaphragm 115 increasing to bias valve member 113 more firmly against its valve seat.
  • pilot valve 126 is opened to increase the pressure beneath diaphragm 115 and hence to increase the bias on valve member 113. Just as with pilot valve 72, this results in increasing the pressure in the negative bounce chamber 65 to decrease the movement of the power piston 17 towards the cylinder head during its compression stroke. This, in turn, reduces the compression' ratio to reduce the tendency of the engine to knock. This, in turn, results inreclosure of pilot valve 126 to interrupt the flow of fluid through conduit 120 to the underside of diaphragm 115 to reduce the bias on valve 113.
  • the compression ratio is constantly adjusted to maintain the engine operating at a point close to that at which it could knock.
  • a free piston engine in which there is no crankshaft, it is possible under some conditions for the movable member of the energy absorbing device to be moved too far by the power piston when combustion occurs.
  • the movement of the driven member is definitely limited by the crankshaft. This is not true, however, in a free piston engine.
  • the present invention contemplates the provision of means to change the compression ratio of the engine if the movement of the movable member of the energy absorbing device becomes too great.
  • the energy absorbing device is, for example, a compressor having a compressor piston movable within a cylinder, the present apparatus senses when the compressor piston approaches too close to the cylinder head of the compressor cylinder.
  • a pilot valve 140 is provided for controlling the flow of fluid from a pipe 141 connected to a source of air under pressure through a pipe 123 to conduit leading to the chamber beneath diaphragm 115.
  • the pilot valve comprises a valve member 142 normally biased into engagement with a valve seat 144 to interrupt the flow of fluid from the air source through pipe 141.
  • the valve member 142 is normally biased into engagement with seat 144 by a spring 143.
  • a valve stem 145 Secured to valve member 142 and extending through the housing of pilot valve 140 is a valve stem 145, the inner end of which lies in the path of compressor piston 52 and which will be engaged by the head of compressor piston 52 if the piston 52 approaches too closely to cylinder head 56.
  • the piston head is effective to force valve steam 145 and valve member 142 to the right, moving valve member 142 away from its seat 144 and permitting air to flow from the source of air through pipe 141 and conduits 123 and 120 to the interior of the pressure chamber beneath diaphragm 115.
  • the apparatus including pilot valve 140 will still reduce the compression ratio if the piston 52 approaches too closely to the piston head 56.
  • the apparatus of FIG. 2 is effective to cause the return energy operating the piston to be changed either in the event of an incipient knock condition or in the event of the movable member of the energy storage device moving too far. Furthermore, the arrangement of FIG. 2 exerts its controlling action without the use of electrical energy so that electrical connections to an external source of electrical power are unnecessary.
  • FIG. 3 l have shown a slight modification of the apparatus of FIG. 2.
  • the conduit 141 led to some external source of compressed air.
  • this connection to an external source of compressed air is omitted and the compressed air on the right-hand side of piston 52 is used for the controlling effect.
  • the pilot valve of this unit is similar to pilot valve 140 of FIG. 2 with the exception that instead of being connected to a conduit 141 leading to a source of compressed air, the valve seat 144 communicates with the interior of the chamber between piston 52 and cylinder head 56 through a passage 151.
  • the stem 145 of valve member 142 is engaged by the head of the compressor piston 52 to move valve. member 142 away from its seat 144, fluid is admitted directly from the chamber on-the right-hand side of compressor piston 52 through conduit 123 to the space beneath the diaphragm 115.
  • FIG. 3 While the arrangement of FIG. 3 is simpler in avoiding connection to an external source of pressure fluid, it is only feasible where the fluid being compressed is some harmless fluid, such as air which can be readily used as the controlling fluid. Where the fluid being compressed is a dangerous gas, it is desirable to use the arrangement of FIG. 2 in which it is possible to use a relatively harmless fluid from a different source as the control fluid.
  • FIG. 4 I have shown a modification in which there are two alternately acting power pistons.
  • the combustion chamber of each power piston acts to provide the return energy for the other power piston.
  • the return energy available is changed by modifying the amount of fuel admitted to the combustion chamber of the cylinder opposite to that in which knocking is occurring.
  • knocking is about to occur in either cylinder, the amount of fuel delivered to both cylinders is decreased.
  • the left-hand power section is identical to power section 12 of FIG. 1 as far as the present invention is concerned, the same numerals have been employed in connection with the left-hand power section as were employed in connection with power section 12 of FIG. I. It is not believed necessary to again describe this power section since its structure and operation correspond with that of FIG. 1.
  • the right-hand power section is a mirror image of the left-hand power section. In order to enable a ready comparison of the reference numerals of the two power sections, equivalent elements in theright-hand power section have been assigned numbers 200 higher than are assigned to the same elements of the left-hand power section.
  • the right-hand power section is designated by the reference numeral 212 and the power piston by the numeral 217. Again, it is believed unnecessary to describe power section 212 since its operation will be obvious through the previously described operation of power section 12 of FIG. 1.
  • the balancer synchronizer section 13 is likewise the same as that of FIG. 1 and the same reference characters have been employed in connection with this balancer synchronizer section as were employed in connection with this section in FIG. I.
  • the energy absorbing device 14 is driven by both power sections 12 and 212. Again, this takes the form of a compressor with a compressor piston 252 moving within a cylinder 251 formed by the cylinder housing 250. Due to the fact that the compressor is a doubleacting compressor, its construction is somewhat different from that of the compressor of FIG. 1. Accordingly, for those elements which do not correspond with elements of the compressor of FIG. 1, numerals in the 100 series are assigned to these elements. Secured to the opposite ends of cylinder housing 250 are end walls 155 and 156. These end walls are secured in gastight relation to the ends of the cylinder housing 250 by means (not shown) and constitute the ends of thecylinder 250.
  • End wall member is provided with a curved inlet passage 161 leading to the interior of the cylinder 251 on the left-hand side of piston 252. It will be understood that there will be an outwardly closing check valve in series with passage 161 so as to prevent escape of the gas compressed by piston 252. Similarly, end member 155 has an outlet opening 162 communicating at its inner end with the interior of the cylinder 251 on the left-hand side of piston 252. The passage 162 may lead to a suitable air reservoir for storing air under pressure. lnterposed in the connection extending from passage 162 will be an inwardly closing check valve to prevent return of air to the cylinder from the air reservoir.
  • end wall 156 is provided with passages 163 and 164 which correspond in function to passages 161 and 162, respectively.
  • passage 163 will lead to a source of gas to be compressed and will be provided with an outwardly closing check valve whereas passage 164 will lead to a container for the compressed gas and will be provided with an inwardly closing check valve.
  • piston 252 moves to the right, air or other gas to be compressed is drawn in through passage 161.
  • compressed gas on the right-hand side of the piston is forced out through outlet passage 164.
  • the piston 252 moves to the left, the gas being pumped will be drawn in on the right-hand side through opening 163 and compressed gas will be forced out through passage 162.
  • a pair of mechanically operated fuel injection pumps 166 and 167 are secured to the housing 35 of the synchronizer balancer section 13.
  • the rank sectionv 240 corresponding to rack section 40 of FIG. 1 is provided with a cam slot 168.
  • This cam slot has a flat intermediate portion-and sloping end portions.
  • plungers 169 and 170 Cooperating with this cam slot are plungers 169 and 170 which act, when reciprocated, as the pumping elements of pumps 166 and 167, respectively. Whenever these are reciprocated, fuel is pumped from inlet pipes 172 and 173 to outlet pipes 174 and 175.
  • Theoutlet pipes or conduits lead to injectors 27 and 227,.respectively- The.
  • inlet pipes or conduits 172 and 173 are connected to a suitable fuel source through a conduit 175 and branch conduits 176 and 177.
  • the amount of fuel pumped by pumps 166 and 167 as plungers 169 and 170 are reciprocated depends upon the position of the fuel rack 180.
  • Such fuel racks are quite customary in connectionwith fuel injector pumps. They may, for example, be employed to vary the proportion of the effective stroke of the piston during which the intake valve is open. Since such fuel racks are quite common in connection with fuel pumps, it is believed-unnecessary to describe this operation beyond stating that when rack 180 is moved to the right, as viewed in FIG. 4, the amount of fuel delivered by pumps 166 and 167 is decreased. Conversely, when the rack is moved to the left, the amount of fuel delivered is increased.
  • plungers 169 and 170 are alternately operated to cause alternate operation of pumps 166 and 167.
  • Pump 166 is operated to supply fuel to injector 27 during the compression stroke of power piston 17;
  • pump 167 is operated to supply fuel to injector 227 when power piston 217 is moving in its compression stroke.
  • the amount of fuel being delivered in each case depends upon the position of rack 180. This in turn depends upon the pressure within the pressure chamber of a fluid motor 182.
  • the fluid motor 182 generally corresponds with motor 116 of FIG. 2, there being a diaphragm 183 forming one wall of a pressure chamber 184 having an inlet 185 for air under pressure and a restricted constant bleed 186.
  • the diaphragm 184 may be spring biased, as shown at 187.
  • the pressure in chamber 184 will oppose this biasing means.
  • the diaphragm 183 is connected to a rod 188 which connects to rack 180.
  • the position that diaphragm-183, rod 188 and rack 180 take depends upon the pressure in chamber 184.
  • This pressure depends upon the extent of time in which a valve 189 is open.
  • This valve 189 controls the flow of fluid from a suitable source 191 to the pressure chamber 184. When the valve 189 is opened, air flows from the source 191 into the pressure chamber 184 at a rate greater than the air or other pressure fluid leaks off through the bleed 186, so that the pressure in chamber 184 rises.
  • valve 189 when valve 189 is closed, no air is admitted from source 191 and since air continues to leak off through the bleed 186, the pressure in chamber 184 falls.
  • the valve 189 like valve 80 of FIG. 1, is controlled by an amplifier 87 corresponding to the amplifier 87 of FIG. 1.
  • the input to this amplifier is controlled by a vibration sensitive device 84 which responds to any incipient knocking of the engine to produce an input signal to amplifier 87 which is effective to cause energization of solenoid 190 to open valve 189 and admit fluid from the source 191 to the pressure chamber 184 of the pressure motor 182 so as to tend to cause movement of rack 180 to the right.
  • the amount of fuel delivered by pumps 166 and 167 is decreased. This will in turn decrease the power by which pistons 17 and 217 are moved during their firing stroke.
  • solenoid operator 190 is also controlled by the vibration sensor 284 associated with the other power cylinder 212. This sen'sor functions in the same manner as sensor 84 to detect any incipient knock condition in connection with the engine 212 and when such a condition occurs to produce a signal which is supplied to the input of an amplifier 287.
  • the output terminals of amplifier 287 are connected to the solenoid 190 sothat the solenoid 190 may be energized either from amplifier 87 or amplifier 287.
  • the solenoid operator 190 is energized to open the valve 189 to permit fluid to flow from the source 191 of control fluid to the pressure chamber 184 of fluid motor 182.
  • This will in turn cause movement of the rack to the right to decrease the amount of fuel delivered by pumps 166 and 167 to their respective fuel injectors 27 and 227.
  • This results in a decrease in the amount of fuel delivered to both cylinders and a decrease in the combustion energy available.
  • the reason for employing two vibration sensors is that it may occasionally happen that one cylinder and not the other will have knock condition. If either cylinder shows a tendency to knock, then it is desirable to reduce the amount of fuel supplied to both cylinders so as to stop the incipient knock condition.
  • vibration sensors one for each cylinder
  • a single such sensor located so as to sense an incipient knock condition in either cylinder.
  • Such a sensor may be located, for example, adjacent to the middle of the engine. In such a case, this single sensor would control the amount of fuel supplied to both cylinders. For example, such a sensor could control through an amplifier the operation of solenoid 190.
  • FIG. 5 I have shown a modification in which instead of using a mechanically operated fuel pump such as fuel pumps 166 or 167, I use an electrically operated fuel injector.
  • the fluid motor 182 corresponds to fluid motor 182 of FIG. 4 and has the pressure within its pressure chamber 184 controlled in the same manner by a solenoid valve 189 operated by a solenoid 190 controlled by an amplifier 87, the input signal to which is controlled by a sensor 84.
  • the stem 188 of fluid motor 182 is in this modification connected to an arm 306 controlling a potentiometer 304 forming part of a programmer for'the injector, the programmer being designated by the reference numeral 305.
  • the output of this programmer is in turn connected to an electrically operated injector 302.
  • the potentiometer 304 is shown as illustrative of any of various means by which the program of the programmer can be altered. For the purposes of the present invention, when the arm 306 is moved upwardly the potentiometer 304 is adjusted to change the program for the injector in such a manner as to decrease the amount of fuel supplied by the electrically operated injector 302 to the interior of the combustion chamber 26. Whenever the pressure within pressure chamber 184 of fluid motor 182 increases, the arm 306 is moved upwardly to decrease the fuel in the manner just described.
  • the operation of the modification of FIG. 5 is the same as that of FIG. 4 with the sole exception that instead of the injectors being mechanical injectors supplied by mechanically driven pumps, the injectors are electrical injectors which inject the' fluid, the amount of fluid being injected being controlled by a programmer. While I have shown only one injector 302, it is-to be understood that the programmer 305 can control a similar injector for the other power cylinder so that, as in FIG. 4, if the sensor associated with either cylinder senses an incipient knock condition, the amount offuel injected into both cylinders is decreased.
  • FIG. 6 differs from that of FIG. 4 in that the fuel pumps are individually controlled in accordance with a knock condition existing in the opposite cylinder. In other words, if an incipient knock in one cylinder is detected, the mechanism is effective to alter the output only of the fuel pump delivering fuel to the opposite cylinder.
  • Fuel pump 315 has associated therewith a rack 319 for adjusting the fuel output of pump 315 in a manner similar to that in which rack 180 adjusted the fuel output of the two fuel pumps 166 and 167.
  • the position of rack 319 is controlled by a pressure motor 320 which has the pressure in its pressure chamber varied in accordance with the operation of a solenoid valve 321 which is in turn controlled by one of the vibration sensors. Referring to FIG. 4 for the moment, the fuel pump 315 of FIG.
  • the solenoid valve 321 controls the fuel to the power section 212 and the solenoid valve 321 is controlled by the vibration sensor 84 associated with the power section 12.
  • the solenoid valve 321 will be opened to supply fluid to the pressure chamber of pressure motor 320 to cause rack 319 to be moved to the right to decrease the delivery of fuel by pump 315 to the combustion chamber of power section 212. This will decrease the extent to which power piston 17 of power section 12 is moved in its compression stroke and thus decrease the likelihood of any knock occurring in cylinder 26.
  • injection pump 316 this is connected with an outlet pipe 318 leading to the combustion chamber of power section 12.
  • the output of fuel pump 316 is adjusted by a rack 324 which is connected to a pressure motor 325, the, pressure in the decrease the output of pump 316 and hence to de- 6 to the right and hence decrease the compression stroke of the power piston 217 of power section 212.
  • the return energy means may either take the form of a bounce chamber or may be a further power cylinder that supplies energy for the compression stroke of the power piston. It will also be seen that I can control the amount of return energy electrically or this may be done mechanically.
  • I include the use of any suitable mechanical controls including hydraulic controls.
  • I have provided means for limiting the movement of a movable member driven by the engine in which excess movement of such movable member also results in a change in the return energy to vary the compression ratio in such a manner as to reduce the extent to which such movable member is moved by the power piston.
  • a free piston engine comprising: a power cylinder having a power piston reciprocally movable in said cylinder and defining an internal combustion chamber with said power cylinder, and means for introducing air and fuel into said power cylinder between said piston and the head of said cylinder to form a mixture therein consisting of fuel and air, said piston being movable toward the head of said cylinder to compress the fuel mixture on a compression stroke and away from said head upon firing of the fuel mixture, return energy means operatively connected to said piston for applying return energy to said piston, said means being effective to apply sufficient return energy to said piston following the firing stroke of said engine to cause said piston to move towards the head of said power cylinder to compress the fuel mixture to the desired extent, and controlling means for so varying the amount of the return energy applied to s'aid'piston as to prevent sustained knocking of the engine, said controlling means comprising a condition responsive means having a condition sensing element located adjacent the engine and responsive to a condition normally followed by sustained knocking of the engine, and adjusting means controlled by
  • controlling means includes a fluid motor for changing the return energy available to move the power piston and in which said condition responsive means is effective to vary the pressure in the pressure chamber of said fluid motor.
  • condition responsive means consists of a separate condition sensor associated with each cylinder and in which the controlling means is controlled by both of said condition sensors in such a manner that if either one of said condition sensors detects possible knocking of the engine, said controlling means is effective to reduce the amount of fuel admitted into both power cylinders.
  • the free piston engine of claim 13 in which the condition responsive means is responsive to mechani- 9.
  • the free piston engine of claim 7 in which there is a fuel pump for injecting fuel into such power cylinder associated with the other-power piston and in which said controlling means controls the amount of fuel decal vibration associated with knocking of the engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
US00332988A 1973-02-16 1973-02-16 Free piston engine with antiknock means Expired - Lifetime US3853100A (en)

Priority Applications (12)

Application Number Priority Date Filing Date Title
US00332988A US3853100A (en) 1973-02-16 1973-02-16 Free piston engine with antiknock means
IL44133A IL44133A0 (en) 1973-02-16 1974-02-04 A free piston engine
ES423187A ES423187A1 (es) 1973-02-16 1974-02-13 Un motor de piston libre.
DE2407028A DE2407028C2 (de) 1973-02-16 1974-02-14 Freikolbenbrennkraftmaschine
AU65676/74A AU6567674A (en) 1973-02-16 1974-02-15 Free piston engines
BE140971A BE811100A (fr) 1973-02-16 1974-02-15 Moteur a pistons libres et a rapport variable de compression
NLAANVRAGE7402113,A NL181675C (nl) 1973-02-16 1974-02-15 Vrije zuigermachine, voorzien van regelmiddelen voor het wijzigen van de aan de zuiger geleverde terugvoerenergie.
AT0123174A AT388028B (de) 1973-02-16 1974-02-15 Freiflug-brennkraftmaschine
FR7405299A FR2218476B3 (fr) 1973-02-16 1974-02-15
CA192,691A CA999528A (en) 1973-02-16 1974-02-15 Free piston engine with antiknock means
JP1906074A JPS572895B2 (fr) 1973-02-16 1974-02-16
IT20845/74A IT1007653B (it) 1973-02-16 1974-04-08 Motore endotermico a stantuffi li beri con rapporto di compressione variabile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US00332988A US3853100A (en) 1973-02-16 1973-02-16 Free piston engine with antiknock means

Publications (1)

Publication Number Publication Date
US3853100A true US3853100A (en) 1974-12-10

Family

ID=23300774

Family Applications (1)

Application Number Title Priority Date Filing Date
US00332988A Expired - Lifetime US3853100A (en) 1973-02-16 1973-02-16 Free piston engine with antiknock means

Country Status (12)

Country Link
US (1) US3853100A (fr)
JP (1) JPS572895B2 (fr)
AT (1) AT388028B (fr)
AU (1) AU6567674A (fr)
BE (1) BE811100A (fr)
CA (1) CA999528A (fr)
DE (1) DE2407028C2 (fr)
ES (1) ES423187A1 (fr)
FR (1) FR2218476B3 (fr)
IL (1) IL44133A0 (fr)
IT (1) IT1007653B (fr)
NL (1) NL181675C (fr)

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4046115A (en) * 1975-06-16 1977-09-06 Anton Braun Free piston engine fuel feeding apparatus
US4085711A (en) * 1975-09-12 1978-04-25 Anton Braun Free piston engine with opposed cylinders
US4244331A (en) * 1978-10-06 1981-01-13 Mettier Robert N Free piston gas generator assemblies
US4369021A (en) * 1980-05-16 1983-01-18 Heintz Richard P Free-piston engine pump
US4382748A (en) * 1980-11-03 1983-05-10 Pneumo Corporation Opposed piston type free piston engine pump unit
US4480611A (en) * 1979-04-20 1984-11-06 Wendt Hans J Internal combustion engine using several kinds of fuels, with electronically adjustable intake and exhaust valves and injection device
US4568251A (en) * 1982-05-11 1986-02-04 Anton Braun Cyclic speed control apparatus in variable stroke machines
WO1987002423A1 (fr) * 1985-10-10 1987-04-23 Anton Braun Appareil de reglage de la vitesse cyclique des machines a course variable
US4705460A (en) * 1985-02-26 1987-11-10 Anton Braun Bounce chambers for multi-cylinder linear engine compressors
US4782796A (en) * 1986-07-17 1988-11-08 Anton Braun Unsymmetrical free piston engine
US4803960A (en) * 1987-06-01 1989-02-14 Koeppen Detlef Internal combustion engine, particularly, a free-piston engine
US4922875A (en) * 1987-09-15 1990-05-08 Gail Whicomb Power driven, positive displacement, combustion chamber for production of mixtures of steam and exhaust gases
US5269280A (en) * 1992-01-07 1993-12-14 Tectonics Companies, Inc. Fuel injector for gaseous fuel
US5535715A (en) * 1994-11-23 1996-07-16 Mouton; William J. Geared reciprocating piston engine with spherical rotary valve
US6135069A (en) * 1998-09-11 2000-10-24 Caterpillar Inc. Method for operation of a free piston engine
US6152091A (en) * 1999-02-22 2000-11-28 Caterpillar Inc. Method of operating a free piston internal combustion engine with a variable pressure hydraulic fluid output
US20050091980A1 (en) * 2002-03-28 2005-05-05 Cogen Microsystems Pty Ltd Reciprocating engine and inlet system therefor
US20080060602A1 (en) * 2006-09-07 2008-03-13 Heimbecker John A Self-lubricating piston
US20080060628A1 (en) * 2006-09-07 2008-03-13 Heimbecker John A Self-lubricating piston
US20140290616A1 (en) * 2013-03-27 2014-10-02 Differential Dynamics Corporation One-stroke internal combustion engine
US20160326953A1 (en) * 2014-05-08 2016-11-10 Ray Fitzgerald Woods Potential Energy Storage Engine
US20170016387A1 (en) * 2015-07-17 2017-01-19 Tonand Inc. Internal Combustion Engine with Integrated Air Compressor
US9964030B1 (en) 2016-09-09 2018-05-08 Nolton C. Johnson, Jr. Tethered piston engine
US10968742B2 (en) * 2014-04-24 2021-04-06 Aquarius Engines (A.M.) Ltd. Engine with work stroke and gas exchange through piston rod

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5128026B1 (fr) * 1970-06-22 1976-08-16
US3853100A (en) * 1973-02-16 1974-12-10 A Braun Free piston engine with antiknock means
DE2816172A1 (de) * 1978-04-14 1979-10-25 Anton Braun Freikolbenmaschine mit einander gegenueberliegenden und axial versetzten zylindern
DE19852718A1 (de) * 1998-11-16 2000-05-31 Hartwig Groeneveld Kurbelwellenlose Verbrennungskraftmaschine
JP2008223628A (ja) * 2007-03-13 2008-09-25 Mazda Motor Corp フリーピストンエンジンの制御装置
RU2445479C2 (ru) * 2008-01-21 2012-03-20 Александр Александрович Горшков Свободнопоршневой двигатель

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2409218A (en) * 1944-12-26 1946-10-15 Gen Machinery Corp Strain relieving and dephasing stop means for free piston engines
US2461224A (en) * 1944-08-23 1949-02-08 United Aircraft Corp Overstroke control for free-piston units
US2671435A (en) * 1950-05-12 1954-03-09 Baldwin Lima Hamilton Corp Mechanism for regulating fuel injection in free piston engines
US2811958A (en) * 1955-04-18 1957-11-05 Gen Motors Corp Pressure-operated valve means for free piston engines
US2916025A (en) * 1957-10-04 1959-12-08 Ford Motor Co Bounce chamber control mechanism for a free piston engine
US3016689A (en) * 1960-02-15 1962-01-16 Gen Motors Corp Apparatus for automatically reducing the stroke of a free piston engine during low load conditions of an associated receiver machine
US3020706A (en) * 1957-12-03 1962-02-13 Participations Eau Soc Et Control means for free-piston or semi-free piston engines
US3024591A (en) * 1958-12-23 1962-03-13 American Mach & Foundry Bounce compensator for free piston engines
US3118434A (en) * 1961-03-03 1964-01-21 Kosoff Harold Free piston engine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE885785C (de) * 1938-08-21 1953-08-06 Junkers Maschinen Und Metallba Verfahren und Einrichtung zur selbsttaetigen Regelung der Groesse des Brennraumes einer Brennkraftmaschine mit freifliegenden Kolben
US2619605A (en) * 1944-01-10 1952-11-25 Sperry Corp Vibration or impact indicator
US3456492A (en) * 1962-06-25 1969-07-22 Ethyl Corp Automatic antiknock rating and adjustment apparatus
US3501088A (en) * 1968-07-22 1970-03-17 Anton Braun Balanced free piston engine
US3610216A (en) * 1969-11-14 1971-10-05 Anton Braun Balanced-free piston engine
US3853100A (en) * 1973-02-16 1974-12-10 A Braun Free piston engine with antiknock means

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2461224A (en) * 1944-08-23 1949-02-08 United Aircraft Corp Overstroke control for free-piston units
US2409218A (en) * 1944-12-26 1946-10-15 Gen Machinery Corp Strain relieving and dephasing stop means for free piston engines
US2671435A (en) * 1950-05-12 1954-03-09 Baldwin Lima Hamilton Corp Mechanism for regulating fuel injection in free piston engines
US2811958A (en) * 1955-04-18 1957-11-05 Gen Motors Corp Pressure-operated valve means for free piston engines
US2916025A (en) * 1957-10-04 1959-12-08 Ford Motor Co Bounce chamber control mechanism for a free piston engine
US3020706A (en) * 1957-12-03 1962-02-13 Participations Eau Soc Et Control means for free-piston or semi-free piston engines
US3024591A (en) * 1958-12-23 1962-03-13 American Mach & Foundry Bounce compensator for free piston engines
US3016689A (en) * 1960-02-15 1962-01-16 Gen Motors Corp Apparatus for automatically reducing the stroke of a free piston engine during low load conditions of an associated receiver machine
US3118434A (en) * 1961-03-03 1964-01-21 Kosoff Harold Free piston engine

Cited By (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4046115A (en) * 1975-06-16 1977-09-06 Anton Braun Free piston engine fuel feeding apparatus
US4085711A (en) * 1975-09-12 1978-04-25 Anton Braun Free piston engine with opposed cylinders
US4244331A (en) * 1978-10-06 1981-01-13 Mettier Robert N Free piston gas generator assemblies
US4480611A (en) * 1979-04-20 1984-11-06 Wendt Hans J Internal combustion engine using several kinds of fuels, with electronically adjustable intake and exhaust valves and injection device
US4369021A (en) * 1980-05-16 1983-01-18 Heintz Richard P Free-piston engine pump
US4382748A (en) * 1980-11-03 1983-05-10 Pneumo Corporation Opposed piston type free piston engine pump unit
US4568251A (en) * 1982-05-11 1986-02-04 Anton Braun Cyclic speed control apparatus in variable stroke machines
US4705460A (en) * 1985-02-26 1987-11-10 Anton Braun Bounce chambers for multi-cylinder linear engine compressors
WO1987002423A1 (fr) * 1985-10-10 1987-04-23 Anton Braun Appareil de reglage de la vitesse cyclique des machines a course variable
US4782796A (en) * 1986-07-17 1988-11-08 Anton Braun Unsymmetrical free piston engine
WO1989012735A1 (fr) * 1986-07-17 1989-12-28 Anton Braun Moteur a piston libre asymetrique
US4803960A (en) * 1987-06-01 1989-02-14 Koeppen Detlef Internal combustion engine, particularly, a free-piston engine
US4922875A (en) * 1987-09-15 1990-05-08 Gail Whicomb Power driven, positive displacement, combustion chamber for production of mixtures of steam and exhaust gases
US5269280A (en) * 1992-01-07 1993-12-14 Tectonics Companies, Inc. Fuel injector for gaseous fuel
US5535715A (en) * 1994-11-23 1996-07-16 Mouton; William J. Geared reciprocating piston engine with spherical rotary valve
US6135069A (en) * 1998-09-11 2000-10-24 Caterpillar Inc. Method for operation of a free piston engine
US6152091A (en) * 1999-02-22 2000-11-28 Caterpillar Inc. Method of operating a free piston internal combustion engine with a variable pressure hydraulic fluid output
US20050091980A1 (en) * 2002-03-28 2005-05-05 Cogen Microsystems Pty Ltd Reciprocating engine and inlet system therefor
US7188474B2 (en) * 2002-03-28 2007-03-13 Cogen Microsystems Pty Ltd. Reciprocating engine and inlet system therefor
US20080092846A1 (en) * 2006-09-07 2008-04-24 Heimbecker John A Stroke control assembly
US20080060628A1 (en) * 2006-09-07 2008-03-13 Heimbecker John A Self-lubricating piston
US20080060602A1 (en) * 2006-09-07 2008-03-13 Heimbecker John A Self-lubricating piston
US7475666B2 (en) 2006-09-07 2009-01-13 Heimbecker John A Stroke control assembly
US20140290616A1 (en) * 2013-03-27 2014-10-02 Differential Dynamics Corporation One-stroke internal combustion engine
US9169772B2 (en) * 2013-03-27 2015-10-27 Differential Dynamics Corporation One-stroke internal combustion engine
US10968742B2 (en) * 2014-04-24 2021-04-06 Aquarius Engines (A.M.) Ltd. Engine with work stroke and gas exchange through piston rod
US20160326953A1 (en) * 2014-05-08 2016-11-10 Ray Fitzgerald Woods Potential Energy Storage Engine
US9695746B2 (en) * 2014-05-08 2017-07-04 Ray F. Woods Potential energy storage engine
US20170016387A1 (en) * 2015-07-17 2017-01-19 Tonand Inc. Internal Combustion Engine with Integrated Air Compressor
US9964030B1 (en) 2016-09-09 2018-05-08 Nolton C. Johnson, Jr. Tethered piston engine

Also Published As

Publication number Publication date
ATA123174A (de) 1988-09-15
IL44133A0 (en) 1974-06-30
BE811100A (fr) 1974-08-16
AT388028B (de) 1989-04-25
NL181675C (nl) 1987-10-01
JPS5024619A (fr) 1975-03-15
AU6567674A (en) 1975-08-21
JPS572895B2 (fr) 1982-01-19
DE2407028C2 (de) 1986-03-13
NL7402113A (fr) 1974-08-20
NL181675B (nl) 1987-05-04
IT1007653B (it) 1976-10-30
DE2407028A1 (de) 1974-08-22
ES423187A1 (es) 1976-05-01
CA999528A (en) 1976-11-09
FR2218476B3 (fr) 1976-11-26
FR2218476A1 (fr) 1974-09-13

Similar Documents

Publication Publication Date Title
US3853100A (en) Free piston engine with antiknock means
US3990413A (en) Fuel injection system for single or multiple cylinder internal combustion engines
KR20010014392A (ko) 자유 피스톤 내연기관
GB2195707A (en) I.c. engine fuel injection by gas under pressure
JPH04504157A (ja) 可変圧縮比型内燃機関
US4242993A (en) 2-Cycle engine of an active thermoatmosphere combustion
US4365605A (en) Apparatus for improving the acceleration of an internal combustion engine driven with an exhaust turbocharger
US4620836A (en) Oil pump with oscillating piston
US2851026A (en) Fuel injection system
US4964389A (en) Fuel injection device for internal combustion engines
US4733645A (en) Fuel injection pump for internal combustion engines
US4993394A (en) Fuel injection internal combustion engines
US4210109A (en) Multi-cylinder internal combustion engine
GB762684A (en) Improvements in and relating to liquid fuel injection equipment for internal combustion engines
US4344405A (en) Internal combustion engine
US2890690A (en) Fuel injection system
US3123061A (en) figure
US3769950A (en) Free piston engine starting apparatus
US2678032A (en) Free piston engine
US2884919A (en) Fuel injection pumps for internal combustion engines
US1743558A (en) Internal-combustion engine
WO1987005073A1 (fr) Moteur a deux temps suralimente
US2444108A (en) Internal-combustion engine
US3130716A (en) Internal combustion engine
JPS63500324A (ja) 内燃機関の燃焼室内の燃料分布を制御する方法及び燃料噴射装置

Legal Events

Date Code Title Description
PA Patent available for licence or sale
AS Assignment

Owner name: TECTONICS COMPANIES

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BRAUN, ANTON T.;REEL/FRAME:005443/0685

Effective date: 19900504

Owner name: TECTONICS COMPANIES, INC., A CORP. OF MN, MINNESOT

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:HILLIARD-LYONS PATENT MANAGEMENT, INC., A CORP. OF KY;HLPM NETHERLANDS BV, A DUTCH CORP.;COMPRESSOR PARTNERS LTD.;REEL/FRAME:005443/0701

Effective date: 19900509

AS Assignment

Owner name: SUPERIOR VENTURES, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: CARLIN, JULIAN P., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: TSCHUDY, RICHARD H., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: KNELMAN, I.P. (KIP), MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: STRUTHERS, RICHARD E., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: HOLLORAN, ANNE F., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: HILL, LARRY, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: HEADRICK, MARK, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: IAI VENTURE PARTNERS II, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: ROTHMEIER, STEVEN G., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: INVESTMENT ADVISERS, INC., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: RAHN, NOEL, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: PLATT, DOUGLAS R., MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: M. DANN AND COMPANY PROFIT SHARING PLAN, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120

Owner name: KOEHLER, DAVID, MINNESOTA

Free format text: SECURITY INTEREST;ASSIGNOR:TECTONICS COMPANIES, INC.;REEL/FRAME:006142/0074

Effective date: 19920120