U.S. patent application number 13/812804 was filed with the patent office on 2013-05-16 for piston engine drivable using a steam power process.
This patent application is currently assigned to ROBERT BOSCH GMBH. The applicant listed for this patent is Nadja Eisenmenger, Hans-Christoph Magel, Andreas Wengert. Invention is credited to Nadja Eisenmenger, Hans-Christoph Magel, Andreas Wengert.
Application Number | 20130118175 13/812804 |
Document ID | / |
Family ID | 44543182 |
Filed Date | 2013-05-16 |
United States Patent
Application |
20130118175 |
Kind Code |
A1 |
Eisenmenger; Nadja ; et
al. |
May 16, 2013 |
PISTON ENGINE DRIVABLE USING A STEAM POWER PROCESS
Abstract
A piston engine (1) that can be driven using a steam power
process and is used in particular for utilizing waste heat from an
internal combustion engine comprises at least one cylinder bore
(4), a cylinder piston (5) which is arranged in the cylinder bore
(4), and a rod (20) which is connected to the cylinder piston (5).
The rod (20) is guided out of the cylinder bore (4). The cylinder
piston (5) delimits a first operating space (9) and a second
operating space (10) in the cylinder bore (4). A crankshaft (22) is
disposed in a crankshaft space (21). The rod (20) is connected to a
slider crank mechanism (23) which is disposed in the crankshaft
space (21), the rod (20) being effectively connected to the
crankshaft (22) via the slider crank mechanism (23), thus making it
possible to obtain a large expansion volume while keeping the
design of the piston engine (1) compact.
Inventors: |
Eisenmenger; Nadja;
(Stuttgart, DE) ; Magel; Hans-Christoph;
(Reutlingen, DE) ; Wengert; Andreas; (Auenwald,
DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Eisenmenger; Nadja
Magel; Hans-Christoph
Wengert; Andreas |
Stuttgart
Reutlingen
Auenwald |
|
DE
DE
DE |
|
|
Assignee: |
ROBERT BOSCH GMBH
Stuttgart
DE
|
Family ID: |
44543182 |
Appl. No.: |
13/812804 |
Filed: |
July 7, 2011 |
PCT Filed: |
July 7, 2011 |
PCT NO: |
PCT/EP2011/061465 |
371 Date: |
January 28, 2013 |
Current U.S.
Class: |
60/712 |
Current CPC
Class: |
Y02T 10/166 20130101;
F02G 5/02 20130101; Y02T 10/12 20130101; F01B 9/023 20130101; F01B
29/00 20130101 |
Class at
Publication: |
60/712 |
International
Class: |
F01B 29/00 20060101
F01B029/00 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 28, 2010 |
DE |
10 2010 038 538.7 |
Claims
1. A piston engine (1) which can be driven via a steam power
process, having at least one cylinder bore (4), a cylinder piston
(5) which is arranged in the cylinder bore (4) and a rod (20) which
is connected at least indirectly to the cylinder piston (5) and
which is directed out of the cylinder bore (4), wherein the
cylinder piston (5) delimits in the cylinder bore (4) at one side a
first operating space (9) and, at an other side, a second operating
space (10), wherein a crankshaft (22) which is arranged in a
crankshaft space (21) is provided, wherein the rod (20) is
connected to a slider crank (23) which is arranged in the
crankshaft space (21) and wherein the rod (20) is operatively
connected to the crankshaft (22) via the slider crank (23).
2. The piston engine as claimed in claim 1, characterized in that
the rod (20) is connected, on one hand, rigidly to the cylinder
piston (5) and, on an other hand, rigidly to the slider crank
(23).
3. The piston engine as claimed in claim 1, characterized in that
there is provided a bearing (25') on which the rod (20) directed
out of the cylinder bore (4) is supported.
4. The piston engine as claimed in claim 3, characterized in that
the bearing (25') is configured to be lubricated by a lubricant
from the crankshaft space (21).
5. The piston engine as claimed in claim 1, characterized in that
precisely one cylinder bore (4) is provided.
6. The piston engine as claimed in claim 1, characterized in that
an internal-combustion engine (35) is provided and in that the
piston engine (1) forms with the internal-combustion engine (35) a
combination engine (1, 35).
7. The piston engine as claimed in claim 6, characterized in that
the piston engine (1) is operatively connected in mechanical terms
to a drive train (33) of a vehicle.
8. The piston engine as claimed in claim 6, characterized in that
the piston engine (1) is fitted to an internal-combustion engine
(35).
9. The piston engine as claimed in claim 8, characterized in that
the piston engine (1) is fitted to the internal-combustion engine
(35) at a front.
10. The piston engine as claimed in claim 1, characterized in that
there are provided an additional cylinder bore (4'), an additional
cylinder piston (5') which is arranged in the additional cylinder
bore (4') and an additional rod (20') which is connected at least
indirectly to the additional cylinder piston (5'), in that the
additional rod (20') is directed out of the additional cylinder
bore (4'), in that the additional cylinder piston (5') delimits in
the additional cylinder bore (4'), at one side, a third operating
space (40) and, at an other side, a fourth operating space (41),
and in that the rod (20) and the additional rod (20') are connected
to each other at least indirectly.
11. The piston engine as claimed in claim 8, characterized in that
the piston engine (1) is fitted to the internal-combustion engine
at a side.
12. The piston engine as claimed in claim 8, characterized in that
the cylinder bore (4) is orientated at least approximately parallel
with a cylinder (36) of the internal-combustion engine (35).
Description
BACKGROUND OF THE INVENTION
[0001] The invention relates to a piston engine which can be driven
via a steam power process. In particular, the invention relates to
a piston engine which can be driven via a steam power process and
which serves to use the waste heat of an internal-combustion
engine.
[0002] Internal-combustion engines convert the energy of the fuel
into mechanical energy in order to drive vehicles and the like.
However, a substantial portion of the energy is thereby released as
waste heat which is directed away by the cooling system or in the
exhaust gas of the internal-combustion engine. In order to use this
thermal energy, it is conceivable for a steam power process to be
coupled to the internal-combustion engine. The thermal energy from
the internal-combustion engine can thereby be used to produce steam
which is expanded in an expansion engine and which consequently
provides additional energy which can be used to drive the vehicle
or to produce auxiliary energy. In this instance, however, there is
produced the problem that a large expansion volume of the expansion
engine is necessary for a high degree of efficiency of the steam
power process whereas the structural space situation in an
internal-combustion engine is, however, generally very
constrained.
SUMMARY OF THE INVENTION
[0003] The piston engine according to the invention has the
advantage that a good degree of efficiency can be obtained with a
compact construction type. In particular, the piston engine can
also be accommodated in a confined structural space situation in an
internal-combustion engine, or the like, and have sufficient
working volume at the same time.
[0004] In an advantageous manner, the piston engine may be combined
with an internal-combustion engine in order to convert the waste
heat of the internal-combustion engine into additional driving
energy. Such a combination is particularly efficient in order to
use waste heat in a commercial vehicle because, in this instance,
the internal-combustion engine discharges great power and
consequently a large quantity of heat is also available in order to
produce steam. The fuel consumption of the internal-combustion
engine can thereby be reduced.
[0005] Particularly for use in commercial vehicles having a diesel
engine or a gas engine, a piston engine which is constructed as a
reciprocating piston steam engine and which has a Scotch yoke crank
mechanism is particularly advantageous. Substantially the same
speed range can thereby be obtained for the piston engine as for
the internal-combustion engine and consequently the mechanical
energy discharged by the piston engine can be discharged directly
to the crankshaft of the diesel engine or the gas engine. On the
one hand, a small structural size of the piston engine is
particularly important in this instance. On the other hand,
however, an ability to be positioned as flexibly as possible in the
internal-combustion engine is also necessary in order to still
find, among the generally large number of auxiliary units present
in the internal-combustion engine, a favorable fitting location
which does not cause great complexity in terms of modifications to
the internal-combustion engine. This is advantageously possible
particularly in the case of a commercial vehicle by installation in
the internal-combustion engine at the front, the installation being
carried out between the internal-combustion engine and a radiator
or a fan. In this instance, the crankshaft of the piston engine may
be located precisely on the crank axis of the internal-combustion
engine so that no additional structural space for power
transmission via one or more toothed wheels, a chain or a belt is
necessary. Therefore, it is particularly advantageous for a crank
axis of a crankshaft of the piston engine to be located on a crank
axis of the internal-combustion engine.
[0006] It is further advantageous for the cylinder to be directed
horizontally or downwards from the crank axis of the crankshaft in
relation to an installation position of the internal-combustion
engine. In the case of a piston engine which is constructed as a
two-piston reciprocating piston engine and which has opposing
cylinders with a Scotch yoke drive, a relatively compact structural
form can be achieved. Owing to the cylinders located at both sides
of the crankshaft, however, this structural form does not have a
flexible orientation of the cylinders because the possible fitting
positions are limited. Particularly in this case, only horizontal
installation may be advantageous here, the remaining auxiliary
units having to be adapted.
[0007] In an advantageous manner, a piston engine which is
constructed as a one-cylinder steam engine and which operates with
the single-cycle method is fitted to the internal-combustion
engine. This structural form allows a small structural size and
flexible positioning. Owing to the construction as a one-cylinder
engine, the single cylinder of the piston engine can be fitted to
the internal-combustion engine in a flexible manner in terms of the
angular position. By the single-cycle principle which is
implemented by the dual-action cylinder piston being used, a
cylinder diameter of the cylinder piston may nevertheless be
determined so as to be relatively small.
[0008] Owing to the compact structural form which is constructed at
one side relative to the axis as a one-cylinder engine, it is
easier to find structural space for the piston engine in a typical
internal-combustion engine in the front portion between the fitted
units which are already present. In particular, a crankshaft or
another shaft of the piston engine may be located directly on the
crank axis or shaft axis of the internal-combustion engine and the
cylinder of the piston engine can be positioned in an available gap
in the internal-combustion engine owing to the one-sided structural
space.
[0009] This combination allows a sufficiently compact structure of
the piston engine with a working volume that is sufficient for a
high level of efficiency. Both the fitting and a sufficient
reduction in the fuel consumption are thereby possible.
Consequently, the prerequisites for economical use of the piston
engine in an internal-combustion engine of a motor vehicle or the
like are met.
[0010] Alternatively to the fitting arrangement in front of the
internal-combustion engine, a compact piston engine may also be
positioned at other locations, for example, in the region of the
transmission bell housing between the internal-combustion engine
and the transmission. Furthermore, fitting laterally to the
internal-combustion engine is advantageous, the crankshaft of the
piston engine (steam engine) being orientated parallel with the
crankshaft of the internal-combustion engine. It is thereby
possible to bring about a simple operative connection of the two
crankshafts via toothed wheels or chains or belts. A very compact
structural size of the steam engine is also necessary therefor. A
one-cylinder structural form is advantageous, the cylinder being
orientated approximately parallel with the travel direction of the
cylinder of the internal-combustion engine. In this instance, these
combinations also afford the necessary freedom for positioning the
cylinder structural space for the drive connection.
[0011] Alternatively, however, it is also advantageous for an
additional cylinder bore, an additional cylinder piston which is
arranged in the additional cylinder bore and an additional rod
which is connected at least indirectly to the additional cylinder
piston to be provided, for the additional rod to be directed out of
the additional cylinder bore, for the additional cylinder piston to
delimit in the additional cylinder bore, at one side, a third
working space and, at the other side, a fourth operating space, and
for the rod and the additional rod to be connected to each other at
least indirectly. In particular, a piston engine having precisely
two cylinders may be constructed.
[0012] In order to obtain a good level of efficiency of the steam
power process, a large expansion volume is necessary for the
gaseous operating fluid in the piston engine. Owing to the
constrained structural space situation, an increase in the cylinder
piston or an increase in the number of cylinder pistons is
generally not possible. Additional optimization of the expansion
volume with a predetermined structural size of a piston engine may
be brought about by an operating piston which acts at both sides in
accordance with a single-cycle principle.
[0013] A dual-action cylinder piston can be constructed with
relatively little complexity in a piston engine in which a Scotch
yoke drive and a bearing arrangement of a slider crank on the rods
which act as transmission rods are provided. It is thereby possible
to obtain practically double the stroke space with the same
structural space being required, whereby the degree of efficiency
of the piston engine is increased.
[0014] Owing to the slider crank being supported on the
transmission rods from the cylinder pistons to the slider crank,
the return space constructed in the cylinder pistons can be used
directly as additional operating space. The sealing of the
additional working spaces is then brought about at the transmission
rod, respectively. Consequently, additional sealing locations are
not required. In order to improve the sealing at the transmission
rods, there may optionally be provided in this instance additional
sealing elements, in particular piston rings.
[0015] In this construction, consequently, an advantageous
combination of the piston engine with an internal-combustion engine
may also be brought about. In spite of the compact construction of
the piston engine, there can be obtained an adequate working volume
which results in a high level of efficiency and consequently a
substantial reduction of the fuel consumption. Consequently, the
prerequisites for an economic use of the piston engine in a motor
vehicle are also met in this instance.
[0016] Additional optimization is possible owing to the slider
crank being arranged in the oil region. It is thereby possible to
achieve a long service-life and a high degree of efficiency, which
is particularly significant for use in a commercial vehicle having
an internal-combustion engine. In this instance, sealing for the
operating fluid (operating medium) at the rods with respect to the
oil region is also effective at the same time as sealing for the
adjacent operating spaces. Consequently, there is produced an
advantageous construction in which the number of components
necessary is reduced.
[0017] Owing to the piston engine being constructed as a
reciprocating piston steam engine using the single-cycle principle
and with Scotch yoke crank operation in conjunction with an
internal-combustion engine, consequently, there can be produced a
particularly low-consumption and cost-effective combination engine
which comprises the internal-combustion engine and the piston
engine and which complies with the requirements in terms of
service-life of a commercial vehicle.
[0018] Therefore, it is advantageous for the cylinder piston to
have, at one side, a first lateral face and, at the other side, a
second lateral face, for the first lateral face and the second
lateral face to be directed away from each other, for the first
lateral face of the cylinder piston in the cylinder bore to delimit
the first operating space and for the second lateral face of the
cylinder piston in the cylinder bore to delimit the second
operating space. It is thereby possible to achieve alternating
actuation of the cylinder piston owing to alternating filling of
the operating spaces with vapor-like operating fluid. In this
instance, it is also advantageous for the rod at the second lateral
face of the cylinder piston to be connected to the cylinder piston
and for the rod to extend at least approximately perpendicularly
relative to the second lateral face through the second operating
space. In this instance, the rod may be rigidly connected to the
cylinder piston. As a result, the force acting on the cylinder
piston may advantageously be transmitted via the rod to a
crankshaft or the like.
[0019] It is advantageous for an inlet for the first operating
space and an inlet for the second operating space to be provided
and for vapor-like operating fluid to be alternately directed into
the first operating space and the second operating space via the
inlet for the first operating space and via the inlet for the
second operating space. In this instance, the inlets may be
advantageously constructed as valve-controlled inlets. It is
further advantageous for an outlet for the first operating space
and an outlet for the second operating space to be provided and for
at least partially depressurized vapor-like operating fluid to be
able to be alternately discharged from the first operating space
and the second operating space via the outlet for the first
operating space and via the outlet for the second operating space.
In this instance, the outlets may advantageously be constructed as
valve-controlled outlets. In this instance, it is possible to
incorporate the operating spaces advantageously in the steam power
process. Gaseous operating fluid which is under relatively high
pressure can be directed via the inlets into the operating spaces.
The depressurized gaseous operating fluid can then be directed, for
example, to a condenser via the outlets.
[0020] It is also advantageous for a crankshaft which is arranged
in a crankshaft space to be provided, for the crankshaft to have a
crankshaft journal on which a sliding block is arranged, for the
rod to be connected to a slider crank arranged in the crankshaft
space and for the crank slider to have a slot-like recess, in which
the sliding block is introduced. In an advantageous manner, a
slider crank mechanism can thereby be constructed. In this
instance, a piston engine in the form of a reciprocating piston
steam engine can be constructed with a Scotch yoke crank
mechanism.
[0021] It is also advantageous for the cylinder bore to be directed
horizontally or downwards from the crank axis of the crankshaft in
relation to an installation position of the internal-combustion
engine. In this region, no auxiliary units are generally arranged
in the internal-combustion engine so that the structural space
available can be used.
[0022] In an advantageous manner, the steam power process may be
constructed as an ORC process (Organic Rankine Cycle process). In
this instance, the thermal energy of the waste heat is converted
into mechanical energy via the ORC process. In this instance, the
waste heat can advantageously be transmitted to the operating fluid
of the ORC process from an exhaust gas of the internal-combustion
engine or an exhaust gas return line via a heat exchanger. In this
instance, the operating fluid may be based at least substantially
on water. The operating fluid can be vaporized at the heat
exchanger. That vapor can subsequently be depressurized in the
piston engine which acts as an expansion engine, the mechanical
energy being acquired. The operating fluid is subsequently cooled
in a condenser and supplied to a pump. The operating fluid can
thereby be compressed in the fluid phase by the pump to the
pressure level for the repeated vaporization at the heat exchanger.
The circuit is thereby closed.
[0023] It is advantageous for the rod to be connected, on the one
hand, rigidly to the cylinder piston and, on the other hand,
rigidly to the slider crank. It is further advantageous for there
to be provided a bearing on which the rod directed out of the
cylinder bore is supported. In this instance, the bearing may
advantageously be constructed by a bearing face. The bearing can
further be lubricated by a lubricant from the crankshaft space.
Consequently, the rod is supported displaceably on the bearing, a
compact construction being made possible.
[0024] It is particularly advantageous for precisely one cylinder
bore to be provided. An extremely compact construction which
produces a larger selection in relation to possible fitting
positions thereby results. A favorable fitting position in the
internal-combustion engine may thereby be selected even if
constrained spatial conditions which are caused, for example, by
additional units exist at that position.
[0025] Therefore, fitting to the internal-combustion engine may be
advantageously carried out, the piston engine forming a combination
engine with the internal-combustion engine. In this instance, a
steam engine is combined with an internal-combustion engine. The
piston engine can be operatively connected in mechanical terms to a
drive train of a vehicle.
[0026] If the piston engine is fitted to an internal-combustion
engine, it is advantageous for the piston engine to be fitted to
the internal-combustion engine at the front, or for the piston
engine to be fitted to the internal-combustion engine at the side.
In the case of lateral fitting, for example, a gear casing or the
like which is also required for other units may be used in order to
produce the mechanical operative connection. It is also
advantageous for the cylinder bore to be orientated at least
approximately parallel with a cylinder of the internal-combustion
engine. Particularly in the case of a single-cylinder construction
of the piston engine, the cylinder is preferably directed
upwards.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] Preferred embodiments of the invention are explained in
greater detail in the following description with reference to the
appended drawings, in which corresponding elements are indicated
with corresponding reference numerals. In the drawings:
[0028] FIG. 1 is a schematic cross section of a piston engine in
accordance with a first embodiment of the invention;
[0029] FIG. 2 shows an arrangement of the piston engine of the
first embodiment of the invention illustrated in FIG. 1 in an
internal-combustion engine and
[0030] FIG. 3 is a schematic cross section of the piston engine
illustrated in FIG. 1 in accordance with a second embodiment of the
invention.
DETAILED DESCRIPTION
[0031] FIG. 1 is a schematic illustration of a piston engine 1 in
accordance with a first embodiment of the invention. The piston
engine 1 is driven via a steam power process. In this instance, the
piston engine 1 can be used particularly in an internal-combustion
engine of a motor vehicle in order to use the waste heat of the
internal-combustion engine. The piston engine 1 then converts the
waste heat into mechanical energy which can be used, for example,
as additional drive energy or to drive an auxiliary unit, in
particular an electrical generator. However, the piston engine 1
according to the invention is also suitable for other
applications.
[0032] The piston engine 1 has a housing portion 2 and a cylinder 3
which is connected to the housing portion 2. In this embodiment,
the piston engine 1 has precisely one cylinder 3.
[0033] The cylinder 3 of the piston engine 1 has a cylinder bore 4,
in which a cylinder piston 5 is arranged. The cylinder piston 5 is
arranged in this instance in the cylinder bore 4 in a manner
displaceable along an axis 6 of the cylinder bore 4.
[0034] The cylinder piston 5 has, at one side, a first lateral face
7 and, at the other side, a second lateral face 8. The cylinder
piston 5 delimits in the cylinder bore 4 a first operating space 9
with the first lateral face 7. The cylinder piston 5 delimits a
second operating space 10 in the cylinder bore 4 with the second
lateral face 8. When the cylinder piston 5 is displaced in a
direction 11, the volume of the first operating space 9 increases
whereas the volume of the second operating space 10 decreases.
Conversely, when the cylinder piston 5 is displaced counter to the
direction 11, the volume of the first operating space 9 decreases
whereas the volume of the second operating space 10 increases.
[0035] Valve-controlled inlets 12, 13 are provided in the cylinder
3. Valve-controlled outlets 14, 15 are further provided in the
cylinder 3. The inlet 12 and the outlet 14 are associated with the
first operating space 9. The inlet 13 and the outlet 15 are
associated with the second operating space 10. For example, highly
pressurized, vapor-like operating fluid can be introduced into the
first operating space 9 via the inlet 12. An actuating force is
applied to the cylinder piston 5 in the direction 11 via the
pressure of the gaseous operating fluid. The gaseous operating
fluid in the first operating space 9 thereby becomes depressurized.
The outlet 15 can be opened in order to discharge the already
depressurized, remaining operating fluid from the second operating
space 10. After the completed travel of the cylinder piston 5 in
the direction 11, an inverse actuation of the cylinder piston 5 may
be carried out counter to the direction 11. In this instance, the
valve-controlled inlet 13 is opened in order to introduce highly
pressurized, gaseous operating fluid into the second operating
space 10. The inlet 11 for the first operating space 9 is closed in
this instance. Furthermore, the outlet 14 for the first operating
space 11 can now be opened in order to discharge the depressurized,
gaseous operating fluid from the first operating space 9 when the
cylinder piston 5 is actuated counter to the direction 11.
Consequently, an alternating actuation of the cylinder piston 5 is
possible.
[0036] The piston engine 1 has a rod 20 which acts as the
transmission rod 20. The rod 20 is connected at one side to the
cylinder piston 5 at the second lateral face 8. In this instance,
the rod 20 is rigidly connected to the cylinder piston 5. The rod
20 is orientated with respect to the axis 6 in this instance so
that the rod 20 is orientated perpendicularly to the second lateral
face 8. There is provided in the housing portion 2 a crankshaft
space 21 in which a crankshaft 22 is arranged. The rod 20 is
connected at the other side to a slider crank 23 which is arranged
in the crankshaft space 21. The connection of the rod 20 to the
slider crank 23 is also constructed in a rigid manner in this
instance. Consequently, the rod 20 extends through the second
operating space 10 and into the crankshaft space 21.
[0037] The cylinder bore 4 is separated from the crankshaft space
21 by a housing portion 24. In this instance, a bearing face 25
which adjoins the crankshaft space 21 is constructed on the housing
portion 24. The bearing face 25 forms a bearing 25', on which the
rod 20 which is directed out of the cylinder bore 4 is supported.
Lubricating oil is preferably located in the crankshaft space 21.
This lubricating oil can also be used to lubricate the bearing face
25. Consequently, advantageous supporting of the rod 20 on the
bearing face 25 is possible. In order to improve the sealing
between the crankshaft space 21 and the second operating space 10
of the cylinder bore 4, annular sealing elements 26, 27 which are
arranged behind the bearing face 25 can be provided. Introduction
of lubricating oil into the second operating space 10, and
consequently mixing of the gaseous operating fluid, on the one
hand, and the lubricating oil, on the other hand, is thereby
prevented.
[0038] The crank mechanism of the piston engine 1 has a sliding
block 28 which is arranged on a crankshaft journal 29 of the
crankshaft 22. The sliding block 28 is in this instance introduced
into a slot-like recess 30 of the slider crank 23. It is thereby
possible to convert the reciprocating movement of the rod 20 into a
rotational movement of the crankshaft 22. The lubrication of the
crank mechanism is brought about in this instance by means of the
lubricating oil provided in the crankshaft space 21.
[0039] In this embodiment, there are further arranged, at an outer
side of the cylinder piston 5, piston rings 31, 32 which improve
sealing between the operating spaces 9, 10 and, at the same time,
prevent friction between the cylinder piston 5 and the cylinder
bore 4. Frictional wear can thereby be reduced and a reliable
sealing action ensured at the same time.
[0040] Consequently, a piston engine 1 which is in the form of a
reciprocating piston steam engine and which operates with the
single-cycle principle can advantageously be constructed so as to
have precisely one cylinder 3. In this instance, the cylinder
piston 5 introduces its force via the rod 20 to the slider crank
mechanism and consequently the crankshaft 22. All the inlets 12, 13
and outlets 14, 15 are controlled. The reciprocating piston
movement of the cylinder piston 5 is transmitted to the crankshaft
22 by the slider crank drive with the slider crank 23 and the
sliding block 28 which is arranged on the crankshaft journal
29.
[0041] In this embodiment, the slider crank 23 is supported on the
bearing location formed by the bearing face 25 via the rod 20. That
bearing is located in the oil region because it adjoins the
crankshaft space 21.
[0042] The operating fluid is alternately depressurized in the
operating spaces 9, 10. Consequently, both the upward and the
downward movements of the cylinder piston 5 contribute to the power
production. A great expansion volume is thereby achieved in a small
structural space of the piston engine 1. In combination with the
Scotch yoke crank mechanism, a small structural length is further
achieved from one crank axis 33 of the crankshaft 22 as far as one
end 34 of the cylinder 3. The piston engine 1 can thereby be
flexibly arranged in an internal-combustion engine or the like.
[0043] Owing to the compact structural form of the single-cylinder
piston engine 1 constructed at one side relative to the crank axis
33, it is possible in particular to make use of the structural
space which is available at the front in a typical
internal-combustion engine between the installation units already
present and in which the crank axis 33 of the piston engine 1 is
arranged precisely on a crank axis of the internal-combustion
engine. This arrangement is further described with reference to
FIG. 2.
[0044] FIG. 2 shows an arrangement of the piston engine 1
illustrated in FIG. 1 in an internal-combustion engine 35. In this
instance, the individual components are schematically illustrated.
The internal-combustion engine 35 has, for example, a cylinder 36
which is orientated perpendicularly or vertically relative to an
installation position. This is possible, for example, in a
configuration as a series cylinder. A plurality of auxiliary units
37, 38, 39 are arranged at the front side of the
internal-combustion engine 35. A crank axis 33 of the
internal-combustion engine 35 is orientated perpendicularly
relative to the plane of the drawing in this embodiment. The piston
engine 1 can now advantageously be arranged at the front side of
the internal-combustion engine 35, the structural space left
unoccupied by the auxiliary units 37 to 39 being able to be used.
In this instance, the piston engine 1 is arranged at the front side
of the internal-combustion engine 35 in such a manner that the
crank axis 33 of the piston engine 1 corresponds to the crank axis
33 of the internal-combustion engine 35. That fitting arrangement
is particularly advantageous because the power transmission from
the piston engine 1 to the internal-combustion engine 35 can be
carried out without additional toothed wheels, chains and belts. In
this instance, it is advantageous to have a fitting arrangement in
which the axis 6 of the cylinder 4 is directed horizontally or, as
is the case in the embodiment illustrated in FIG. 2, downwards
because generally none of the auxiliary units 37 to 39 is located
in the internal-combustion engine 35 in this region.
[0045] FIG. 3 is a schematic cross section of the piston engine 1
illustrated in FIG. 1 in accordance with a second embodiment. In
this embodiment, the piston engine 1 has an additional cylinder 3'.
An additional cylinder bore 4', in which an additional cylinder
piston 5' is arranged, is constructed in the additional cylinder
3'. The additional cylinder piston 5' can also be actuated along
the axis 6 in this instance. The cylinder piston 5' has a first
lateral face 7' and a second lateral face 8'. At the first lateral
face 7', the cylinder piston 5' delimits a third operating space
40. At the second lateral face 8', the cylinder piston 5' delimits
a fourth operating space 41. The cylinder piston 5' can be actuated
together with the cylinder piston 5 so that both cylinder pistons 5
are displaced either in the direction 11 or counter to the
direction 11.
[0046] Inlets 12', 13' are provided in the additional cylinder 3'.
Furthermore, outlets 14', 15' are provided in the additional
cylinder 3'. The inlet 12' and the outlet 14' are associated with
the third operating space 40 in this instance. The inlet 13' and
the outlet 15' are associated with the fourth operating space 41. A
rod 20', via which the cylinder piston 5' is connected to the
slider crank 23, is further provided. In this instance, the rod 20'
is rigidly connected to the cylinder piston 5' at the second
lateral face 8'. Consequently, the displacement force acting on the
cylinder piston 5 can be transmitted to the slider crank 23 via the
rod 20'. The rod 20' is supported on a bearing 25' in this
instance. In order to actuate the cylinder piston 5', pressurized,
gaseous operating fluid is alternately introduced into the third
operating space 40 and the fourth operating space 41. For that
purpose, the inlets 12', 13' are alternately opened. The actuation
of the inlets 12, 13 and the inlets 12', 13' for the two cylinders
3, 3' may occur in a synchronized manner. Accordingly, the
actuation of the outlets 14, 15 for the cylinder 3 and the outlets
14', 15' for the cylinder 3' can also occur in a synchronized
manner.
[0047] Consequently, a piston engine 1 having mutually opposing
cylinders 3, 3' and consequently mutually opposing cylinder pistons
5, 5' can be constructed, the cylinder pistons 5, 5' introducing
their forces to the crankshaft 22 via the slider crank mechanism.
In this instance, the reciprocating piston movement of the two
cylinder pistons 5, 5' is transmitted to the crankshaft 22. In this
embodiment, the slider crank 23 is advantageously supported on the
two bearing locations 25, 25' which are arranged at the two sides
of the crank axis 33. The sealing of the crankshaft space 21 which
is filled with lubricating oil with respect to the cylinder bores
4, 4' is brought about in this embodiment via the bearings 25, 25'.
An additional sealing may also optionally be provided by means of
sealing elements.
[0048] Consequently, for example, the first operating space 9 and
the fourth operating space 41 can simultaneously be filled with
gaseous operating fluid so that, during the expansion of the
operating fluid, an actuation of the slider crank 23 in the
direction 11 is brought about. Subsequently, an opposed actuation
can be brought about by introducing the gaseous operating fluid, on
the one hand, into the second operating space 10 and, on the other
hand, into the third operating space 40. Each of the cylinder
pistons 5, 5' is thereby acted upon at both sides. It is thereby
possible to have a compact construction of the piston engine 1 with
a large expansion volume being constructed at the same time.
[0049] The piston engine 1 of the second embodiment illustrated in
FIG. 3 can be fitted to an internal-combustion engine 35. For
example, the piston engine 1 of the second embodiment can be
arranged in the internal-combustion engine 35 illustrated in FIG. 2
in that there is brought about a horizontal installation position
in relation to the axis 6 of the piston engine 1 and a
displacement, on the one hand, of the auxiliary unit 37 upwards
and, on the other hand, optionally of the auxiliary unit 39
upwards. In this configuration, the crank axis 33 of the crankshaft
22 of the piston engine 1 then corresponds to the crank axis 33 of
the internal-combustion engine 35.
[0050] The piston engine 1 then forms with the internal-combustion
engine 35 a combination engine 1, 35. In this instance, the piston
engine 1 is operatively connected in mechanical terms to a drive
train 33 of a vehicle. If the piston engine 1 is fitted to the
internal-combustion engine 35, the piston engine 1 can be fitted to
the internal-combustion engine 35 at the front or the piston engine
1 can be fitted to the internal-combustion engine 35 at the side.
In this instance, the cylinder bore 4 is preferably orientated at
least approximately parallel with the cylinder 36 of the
internal-combustion engine 35. The fitting is particularly
advantageous if precisely one cylinder bore 4 is provided. Owing to
the compact construction, favorable fitting positions in the
internal-combustion engine 35 are thereby produced.
[0051] Consequently, it is advantageous for the cylinder piston 5
to have, at one side, a first lateral face 7 and, at the other
side, a second lateral face 8, for the first lateral face 7 and the
second lateral face 8 to be directed away from each other, for the
first lateral face 7 of the cylinder piston 5 to delimit the first
operating space 9 in the cylinder bore 4 and for the second lateral
face 8 of the cylinder piston 5 to delimit the second operating
space 10 in the cylinder bore 4. Consequently, it is also
advantageous in this instance for the rod 20 to be connected to the
cylinder piston 5 at the second lateral face 8 of the cylinder
piston 5 and for the rod 20 to extend through the second operating
space 10 at least approximately perpendicularly relative to the
second lateral face 8.
[0052] Consequently, it is advantageous for an inlet 12 for the
first operating space 9 and an inlet 13 for the second operating
space 10 to be provided and for vapor-like operating fluid to be
able to be directed alternately into the first operating space 9
and the second operating space 10 via the inlet 12 for the first
operating space 9 and via the inlet 13 for the second operating
space 10,
[0053] and/or
[0054] for an outlet 14 for the first operating space 9 and an
outlet 15 for the second operating space 10 to be provided and for
at least partially depressurized vapor-like operating fluid to be
able to be discharged alternately from the first operating space 9
and the second operating space 10 via the outlet 14 for the first
operating space 9 and via the outlet 15 for the second operating
space 10.
[0055] Consequently, it is advantageous for a crankshaft 22 which
is arranged in a crankshaft space 21 to be provided, for the
crankshaft 22 to have a crankshaft journal 29 on which a sliding
block 28 is arranged, for the rod 20 to be connected to a slider
crank 23 which is arranged in the crankshaft space 21 and for the
slider crank 23 to have a slot-like recess 30 in which the sliding
block 28 is introduced.
[0056] Consequently, it is also advantageous for a crank axis 33 of
the crankshaft 22 to be arranged on a crank axis 33 of the
internal-combustion engine 35. Consequently, it is also
advantageous for the cylinder bore 4 to be orientated horizontally
or downwards from the crank axis 33 in relation to an installation
position of the internal-combustion engine 35.
[0057] The invention is not limited to the embodiments
described.
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