EP3489492A1 - Moteur à combustion interne, procédé de modification d'un moteur et procédé d'exploitation d'un moteur - Google Patents

Moteur à combustion interne, procédé de modification d'un moteur et procédé d'exploitation d'un moteur Download PDF

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Publication number
EP3489492A1
EP3489492A1 EP18207872.5A EP18207872A EP3489492A1 EP 3489492 A1 EP3489492 A1 EP 3489492A1 EP 18207872 A EP18207872 A EP 18207872A EP 3489492 A1 EP3489492 A1 EP 3489492A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
engine
piston
fuel
offset
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.)
Pending
Application number
EP18207872.5A
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German (de)
English (en)
Inventor
Allen Cocanougher
Robert Allen COCANOUGHER, Sr.
Robert Allen COCANOUGHER, Jr.
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.)
Wise Motor Works Ltd
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Wise Motor Works Ltd
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
Priority claimed from US15/821,138 external-priority patent/US10018112B2/en
Application filed by Wise Motor Works Ltd filed Critical Wise Motor Works Ltd
Publication of EP3489492A1 publication Critical patent/EP3489492A1/fr
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/1896—Multi-cylinder engines with two or more pistons connected to one crank and having a common combustion space
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B2023/085—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition using several spark plugs per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only

Definitions

  • the present application is generally related to internal combustion engines. More specifically, the present invention relates to a four-stroke engine having a pair of connecting rods, which are offset from one another at an offset angle as measured from the crankshaft.
  • the invention may also include a camshaft having an offset of one-half of the crankshaft offset angle, and having at least two cylinders that communicate via a common cylinder head.
  • Internal combustion engines are devices in which reactants (e.g., fuel and an oxidizer) are combusted in a combustion chamber to produce high-pressure gas so as to apply force to another component of the engine.
  • reactants e.g., fuel and an oxidizer
  • the typical components of an internal combustion engine are well-known to those of ordinary skill in the art. These components generally include cylinders, pistons, valves, the cylinder head, the crankshaft, the camshaft, and the engine block.
  • Combustion of the reactants takes place inside a combustion chamber, which is generally formed by the cylinder heads, cylinders, and the tops of the pistons.
  • a spark is used to ignite the reactants.
  • compression ignition engines the heat created by compression ignites the reactants. Regardless of how the reactants are ignited, the resulting combustion produces heat and pressure that act on the moving surfaces of the engine, such as the top of the piston.
  • the pistons are generally attached to a crankshaft via connecting rods, which transfer the motion of the pistons into rotational motion.
  • a four-stroke engine is one in which the piston(s) must complete four movements, or strokes, to produce power. This is also known as the "Otto" cycle.
  • a four-stroke engine works as follows. During the first stroke, intake, the piston descends, drawing the reactants into the combustion chamber through an inlet valve. The piston continues downward until it reaches the point at which it is farthest from the cylinder head, i.e., bottom dead center. At the start of the second stroke, compression, the inlet valve closes, and the piston moves upward to the point where it is closest to the cylinder head, i.e., top dead center. In the third stroke, power, the compressed reactants are ignited, forcing the piston downward. An outlet valve opens and the piston moves back upward to complete the last stroke, exhaust. The four-stroke cycle is then repeated.
  • split-cycle engine In which the four strokes are shared between two cylinders.
  • the intake and compression strokes take place in one cylinder.
  • the compressed reactants are then transferred to a second cylinder, in which the power and exhaust strokes are performed. Transference between the first and second cylinder typically occurs via a crossover chamber, which is closed off via a valve before ignition in the second cylinder.
  • a crossover chamber which is closed off via a valve before ignition in the second cylinder.
  • the Scott article describes a pair of pistons connected by a recess in the block face, where the pistons perform separate "mixture-induction” and "air-swirl” functions.
  • this design causes additional cost and efficiency problems.
  • the cylinder head is easily replaceable, the block face is not.
  • One advantage of the current invention is that it can be created from existing engines efficiently and inexpensively by modifying the cylinder head and the crankshaft or connecting rods.
  • Knocking is another engine complication that occurs when the reactants are unintentionally combusted at the incorrect moment. Knocking can cause severe engine damage.
  • the reactants are meant to be ignited only via the spark plug at the precise time of ignition. Knocking, or abnormal combustion, occurs when a pocket of the reactants are detonated outside the boundary of the flame front. Knocking can be caused by pre-ignition, when the reactants ignite before the spark plug fires.
  • a new and improved internal combustion engine comprising a cylinder head, a first and second cylinder, a first and second piston, a first and second connecting rod, and a crank shaft, wherein the first and second cylinder communicate via the cylinder head, which remains open at all times.
  • the second connecting rod is offset from the first connecting rod at an offset angle, optionally between about 8 and 12 degrees.
  • the first and second cylinders may be in parallel orientation.
  • the first and second pistons are preferably disposed within said first and second cylinders, respectively.
  • the engine includes a camshaft.
  • There may be a first fuel injector operative to said first cylinder and a second fuel injector operative to said second cylinder.
  • There may be a first spark plug open to said cylinder head above said first cylinder, and a second spark plug open to said cylinder head above said second cylinder.
  • the cylinder head may define an upper boundary and create a cylinder head space opening between the first and second cylinder, wherein the cylinder head space remains open to the first and second cylinders at all times.
  • the second connecting rod may be offset from the first connecting rod defining the second piston at a trailing offset angle between about 8 and 12 degrees.
  • the camshaft may be defined to be offset at one-half of the trailing angle of the second piston, for example defined between 4 and 6 degrees.
  • the second fuel injector may inject fuel into said second cylinder and said first and second spark plugs may ignite, preferably after the first piston is at top dead center, thereby forcing the pistons to reciprocate within said first and second cylinders. Said first and second pistons may maintain said offset angle while said pistons are reciprocating so that the second piston trails the first piston.
  • the modification may include modifying or replacing a cylinder head to allow for at least two, preferably parallel, cylinders to have a shared head space, by connecting the cylinders via a cylinder head space disposed above the top of the cylinders and below the cylinder head.
  • the modification may include modifying or replacing at least one crankshaft such that a first connecting rod is connected to a first piston and a second connecting rod is connected to a second piston disposed in said first and second cylinders, wherein said second connecting rod and said crankshaft define an offset angle whereby the second piston is trailing the first piston.
  • the offset may be about 8 and 12 degrees.
  • the modification may include modifying or replacing a camshaft to have an offset angle of one-half of the offset of the crankshaft.
  • the cam of the second cylinder is trailing the cam of the first cylinder by between 4 and 6 degrees.
  • a system for modifying a standard engine comprising a replacement head having openings situated between a pair of cylinders on said standard engine, creating a cylinder head space between said pair of cylinders.
  • the system may further comprise at least one replacement crankshaft having a first connecting rod to a first piston and a second connecting rod to a second piston, said second connecting rod oriented to be trailing the first connecting rod, preferably by between 8 and 12 degrees.
  • said connecting rods and crankshaft situate said pair of cylinders such that the pistons within said pair of cylinders are defined to have the second piston trailing the first piston.
  • the offset is preferably between about 8 and 12 degrees.
  • the system may comprise a replacement camshaft, having a trailing offset in the second cylinder, with said offset defined at one-half of the offset of the crankshaft, thus preferably between 4 and 6 degrees.
  • the internal combustion engine may include at least two exhaust valves, at least two intake valves, at least one spark plug, and a fuel injection component.
  • the head opening preferably remains open to the first and second cylinders at all times.
  • the camshaft is optionally engaged to the at least two exhaust valves and the at least two intake valves.
  • the camshaft is preferably offset by one-half of the crank angle in the second cylinder.
  • Fuel is optionally provided, preferably via the fuel injection component, only to the trailing cylinder. Such provision is preferably between 3500 and 5000 revolutions per minute, when the engine is running.
  • the internal combustion engine has an offset angle of the crankshaft of 12 degrees and the offset angle of the camshaft is 6 degrees.
  • the internal combustion engine has an offset angle of the crankshaft of 8 degrees and the offset angle of the camshaft is 4 degrees.
  • the internal combustion engine may have combustion occurring via compression or via ignition combustion.
  • the internal combustion engine may provide ignition to both the first and second cylinder, even if fuel is only provided to one cylinder.
  • the internal combustion engine may optionally begin ignition when the first (leading) piston is at top dead center. Alternatively, ignition may occur when the first piston is after top dead center.
  • the internal combustion engine may be run with an intake fuel to air ratio that is greater than 17:1 between 3500 and 5000 RPM.
  • the modification method may include modifying or replacing a cylinder head to allow for at least a first leading cylinder and a second trailing cylinder to communicate by connecting the cylinders via an opening disposed above the top of the cylinders and below the cylinder head.
  • the modification method may include modifying or replacing a crankshaft of said engine such that at least a connecting rod, connected to said crankshaft, is connected to a first piston in said first leading cylinder, and at least a second trailing piston that is disposed in said trailing cylinder is offset from said leading cylinder by an offset angle, preferably between about 8 to about 12 degrees.
  • the modification method may include supplying, modifying or replacing at least one camshaft having an offset of one-half of the offset of the crankshaft, such that the offset corresponds to the second trailing cylinder.
  • the modification method may include supplying, modifying or replacing at least one fuel injector, wherein fuel is disposed of only in said trailing cylinder, preferably while the engine is running at between 3500 and 5000 RPM.
  • the modification may involve generating a modified fuel injection program so that fuel is injected only in the trailing cylinder, preferably while the engine is running at between 3500 and 5000 RPM.
  • the method may include modifying said engine so that the engine comprises a first leading cylinder and second trailing cylinder, having a fluid passage between one another in a head opening, a cylinder head, a first and second piston, a first and second connecting rod and a crankshaft.
  • the modified engine may include a camshaft, at least two exhaust valves, at least two intake valves, at least one spark plug, and a fuel injection component.
  • the first and second cylinder may communicate via said fluid passage within the head opening space between a top of the cylinder and a bottom of the cylinder head.
  • the head opening may remain open to the first and second cylinders at all times.
  • the second piston is a trailing piston and offset in the second cylinder preferably by between 8 and 12 degree crank angle.
  • the camshaft is preferably engaged to the at least two exhaust valves and at least two intake valves, and said camshaft is offset by one-half of the crank angle in the second cylinder.
  • the method of running the engine may include injecting fuel into said second cylinder wherein fuel is provided only to the trailing cylinder, preferably when said engine is rotating at between 3500 and 5000 revolutions per minute.
  • a sparkplug ignites in both the first and second cylinders despite fuel being provided only into said second cylinder.
  • FIGS. 1-4 depict a first example of rocker cams, e.g. 30 and 31, which contact the camshaft 11 to move the exhaust and intake valves.
  • FIGS. 5-8 depict push rods, connected to the camshaft 11.
  • the FIGS. 5-8 particularly show the offset nature of the camshaft 11, as will be described in detail throughout. An Otto cycle would proceed with the following FIGS. in order, 1-8, and then repeating.
  • FIG. 1 is a simplified schematic diagram of one embodiment of the invention described herein at approximately the beginning of the intake stroke.
  • the left piston 22 is located at approximately top dead center of the left cylinder 24, which is the point closest to the cylinder head 20.
  • the left connecting rod 26 is approximately vertical.
  • the right piston 21 is offset from the left piston 22 and is trailing.
  • the angle 27 of offset of the right piston 21, as measured from where the right connecting rod 28 meets the crankshaft 10 is preferably between about 8 and 12 degrees trailing of the right connecting rod 26.
  • Timing of an engine is often described in degrees, and the timing of certain components is thus described in degrees corresponding to the timing.
  • the parallel pistons 22 and 21 and in fluid communication with one another because of the open head space 23, and the trailing piston 21 is offset by between 8 to 12 degrees.
  • the connecting rods to the crank shaft enable the trailing piston 21 to be offset from the leading piston 22 by about 8-12 degrees.
  • the right connecting rod 28 is not completely vertical and the right piston 21 is before dead center in the right cylinder 25.
  • the trailing piston will always be the second piston, which impacts the fuel added to the relative cylinders and the timing and firing of the sparkplugs 32.
  • the left (leading) piston 22 and right (trailing) piston 21 are operated together in a single cavity, such that the space in the head opening 23 connects the two cylinders 24 and 25.
  • This head opening 23 is defined between the top of the cylinder and the bottom of the cylinder head and provides that the intake, compression, power, and exhaust is occurring within the two cylinders, because of their fluid communication in this head opening 23 - as compared to a typical engine, where each cylinder operates independent of other cylinders.
  • One advantage of the system is that where a typical engine fires before top dead center, a portion of the force on the cylinder is wasted and results in inefficiencies.
  • the first cylinder 24, and the first piston 22 is positioned at or about top dead center and the second piston 21 within the second cylinder 25 is positioned just shy of top dead center, having a trailing angle or about 8 to 12 degrees.
  • a spark plug 32 is positioned at a central position above each of the cylinders.
  • an intake valve 51 and 54 and exhaust valves 52 and 53 are positioned above each cylinder and controlled by the cam shafts.
  • the cam gear 41 rotating will press the rocker cams or other cam device to move the valves.
  • a fuel injector 40 is also positioned, adjacent to the spark plug 32, for direct injection into the head space 32. Two fuel injectors 40 are shown in Figure 1 , but only one may be provided, ideally above the second cylinder 25 only.
  • the cams 30 and 31 are components to allow for the four strokes, the intake, compression, power, and exhaust strokes, by moving the relevant valves 51-54 to allow for air to enter, on the intake, close for compression, close for power, and then exhaust after the power stroke.
  • These valves work with a camshaft 11 that has an appropriate offset in view of the offset of the crankshaft 10.
  • the camshaft 11 rotates at one-half the speed of the crankshaft 10.
  • the camshaft 11 must also have an offset for the second cylinder 25 at a rate of one-half the offset of the crankshaft 10.
  • a crankshaft 10 having an offset of 8 degrees would have a camshaft offset of 4 degrees for the second cylinder. This would then retard the opening and closing of valves 53 and 54 by 4 degrees as compared to valves 51 and 52.
  • Table 1 Crankshaft offset Camshaft offset 8 4 9 4.5 10 5 11 5.5 12 6
  • Table 1 depicts the range of crankshaft offset suitable for the production engine, and the corresponding camshaft offset.
  • the angle of offset between the two pistons will depend on the size of the engine, the RPMs obtained and other features known to one of ordinary skill in the art.
  • the left piston 22 is at a mechanically superior position as compared to the right piston 21. This allows the force being applied to the right piston 21 to be mechanically efficient and improves the mechanical efficiency as applied in total to the paired pistons, as compared to two individual pistons. By allowing one piston to always be past top dead center when firing, the combined mechanical efficiency is improved. However, to maintain the proper firing and compression the angle must not be too small, nor too large.
  • a larger offset angle of greater than 12 degrees resulted in a reduction in head pressure, and thus the engine ran inefficiently.
  • a smaller offset did not allow for sufficient mixture of fuel and air, and also reduced the head pressure, as compared to individual cylinders, and thus was also less efficient than those between about 8 and 12 degrees offset.
  • This range was surprising in the significant gains seen in fuel efficiency, as crankshafts of less than 8 degrees when tested, ran similar to a single engine for efficiency, just with less power because of the reduced head pressure.
  • the larger angle ran even less efficiently than the standard engine in both power and in fuel efficiency due to the lag of the second piston and also due to the much larger volume at spark, thus reducing the compression and head pressure.
  • the 8-12 degree range, and specifically 12 degrees was surprisingly superior.
  • the compression in the head opening 23 can be modified to maximize performance of the engine.
  • the amount of space in the head opening 23 can be modified to enlarge or minimize the opening space to modify the amount of possible compression and to allow for optimal gas exchange between the two cylinders.
  • the two cylinders/pistons are always connected via this head opening 23 space.
  • the cylinder head 20 can be machined to have a single tube for gas exchange, or a larger groove. In each case, the space should not restrict flow to allow for the efficient exchange of gasses in each piston, while the smaller size allows for increased head pressure.
  • a functioning engine would comprise a single pair of cylinders, or, alternatively, two, three, or four pairs, or more pairs of cylinders to maintain balance.
  • the additional cylinders may be oriented in-line, or offset in any of the orientations known of one of skill in the art.
  • the typical engine will have one or two pairs of cylinders.
  • a four cylinder engine could have one pair beginning the firing cycle and the other beginning the intake cycle.
  • This design differs significantly from other designs in which two pistons are pushed from a single explosion via the opposing cylinder engine. There, the pistons fire in opposing directions.
  • the cylinders are intended to be substantially parallel to one another, but the pistons within the cylinders are offset. That allows for the modification in the head to allow for the connection of the two cylinders.
  • the design herein provides for a significant advantage in operating efficiency as compared to prior art engines.
  • the engine cycle is appropriately detailed through FIGS. 1-8 .
  • the relative positions of each of the pistons and of the valves are illustrative to describe the features, and their specific positions may be modified as appropriate.
  • the specific location can also be modified based on timing, RPM of the engine, etc., to control the power and fuel efficiency.
  • FIG. 1 specifically starts the beginning of the intake portion of the cycle.
  • the left piston 22 is at top dead center and the intake valves 51 and 54 are open, to allow for air to enter the cylinders 24 and 25 as the crankshaft 10 rotates in a counterclockwise manner and pulls the left piston 22 down, with the right piston 21 following.
  • FIG. 2 the end of the intake stroke, the right piston 21 is at bottom dead center.
  • the intake and exhaust valves are depicted with intake 51 closed, while intake 54 is nearly closed, being that it is trailing/offset by about 6 degrees for a 12 degree offset crankshaft.
  • On the left side of FIG. 2 is a belt 42.
  • the belt may be any ordinary belt used in engines, the belt 42 connects the crankshaft 10 to the camshaft 11.
  • FIG. 6 also shows this belt 42, it is otherwise omitted from other figures for clarity of the other components within the cycle, though it would be present in all cases.
  • FIG. 3 depicts the beginning of the compression stroke, where the left piston 22 is at approximately bottom dead center and the trailing piston 21 is nearly at bottom dead center. All valves 51-54 are closed, to allow for compression of the air within the cylinders. As the crankshaft 10 rotates, air is compressed and pushes first from the smaller volume in cylinder 24, through the open head space 23 and into the greater relative volume of cylinder 25. At the same time, or even starting in the intake portion of FIGS. 1 and 2 , fuel is injected into only the second cylinder 25, under routine function.
  • the chart below provides for data regarding the precise firing and fuel injection into these cylinders and the relevant efficiencies.
  • Table 2 Test Number Cylinder Ignition ON/off Fuel ON/Off Air On/off Air fuel ratio Exhaust air/fuel ratio 1 1 On On On 13.5-1 10-1 2 On On On 13.5-1 2 1 On OFF On Air only 18-1 2 On On On 13.5-1 3 1 OFF On On 13.5-1 17-1 2 On On On 13.5-1 4 1 On On On 13.5-1 WILL NOT RUN 2 On OFF On Air Only 5 1 On OFF On 13.5-1 17-1 2 On On On 13.5-1
  • Test 5 repeated Test 2, with modified timing, both advanced and retarded - and resulted in a reduction in the efficiency, from optimal timing.
  • the optimal operating procedure is defined by test 2, which indicates that no fuel is provided to the leading cylinder, i.e. cylinder 24 or the left cylinder in the images.
  • all fuel is provided to the cylinder 25 having the trailing piston 21.
  • the engine stalls and will not run as shown in Test 4 in the above table.
  • fuel to both chambers has the engine running rich and thus wastes fuel. This surprising effect of fuel injection to only the trailing cylinder leads to some of the increased fuel efficiency we see in this engine.
  • a spark 33 is generated in each cylinder. This is provided with fuel into the second cylinder 25 only.
  • the spark 33 is engaged based on optimal timing of the engine, typically as the left piston 22 has reached top dead center. This allows for the spark to ignite the air/fuel mixture in the compressed chamber and push the left piston 22 down, as the right piston 21 reaches top dead center, and follows completing the cycle.
  • FIG. 6 and FIG. 7 the power cycle ends and the exhaust cycle starts.
  • the exhaust valve 52 begins to open before the exhaust valve 53. While in FIG. 7 , both exhaust valves 52 and 53 are open. Again, this is based on the slight offset timing from the cam shaft, and the air and exhaust aid in the flow of gasses within the head space 23 to increase the efficiency of this engine.
  • both an exhaust valve and an intake valve may be open simultaneously, or the intake open above one cylinder, while the exhaust is open above the opposing cylinder.
  • the relative timing of the valves 51-54 is illustrative, and each may open earlier or later as defined by electronic control systems, and variable timing systems. Accordingly, their precise nature may different between one Figures over another. However, their relative positions as depicted and described are understood by those of skill in the art, with the primary feature being that the camshaft 11 is offset by one-half of the offset of the crankshaft to allow for functioning of the parallel paired pistons.
  • the cam gear 41 is connected to the camshaft 11 to allow it to rotate with the crankshaft 10, for example with the belt 42.
  • the cam gear 41 is indicated by additional shaft components 61 and 62, allowing for direct connection to push rods, or rotatable contact with valve assemblies to move the valves 51-54.
  • the push rods e.g. 62 and 63 would connect to one or more feature of the camshaft and to the valve assemblies, to open and close the valves 51-54.
  • Tests 2 and 3 tested the difference with ignition and no ignition in the first cylinder.
  • Test 4 concluded that the engine would not run with no fuel in the second cylinder.
  • Test 5 tested two further variations of Test 2, advancing timing 7 further degrees of firing of the spark.
  • Test 6 is a standard engine of the same variety, having no parallel cylinders.
  • the engines of tests 2 and 3 are the leanest running engines and thus are optimized. This allows greater fuel efficiency over a standard engine of the same build, and would lead to dramatic gains in fuel economy. This is particularly surprising, that small modifications in the orientation as well as in the mixture of fuel into only the trailing cylinder would result in such dramatic improvements in fuel economy over a standard engine.
  • the efficiency of the engine is compared here and shown to have an increase over standard engines. While fuel to both cylinders increases power, this would not result in a greater efficiency, as shown above in table 3. Accordingly, where power is needed, or for starting, for example, fuel may be injected into both cylinders, thus the first cylinder 24 possesses a fuel injector 40.
  • a particular feature of the invention is that a replacement head and replacement connecting rod, and camshaft are relatively inexpensive to manufacture and can be modified on an existing engine to create a modified paired cylinder engine as described in the various embodiments herein.
  • a further embodiment of the invention is a kit or a system comprising a modified head having disposed openings that are situated between a pair of cylinders, and further comprising one or more replacement connecting rods to augment the angle of at least one piston in the engine, so as to pair the cylinders and create an offset angle of between 8 and 12 degrees between the paired cylinders, and a camshaft enabling an offset of between 4 and 6 degrees, corresponding to one-half of the offset of the crankshaft.
  • the result of the system is a kit that can be utilized with a standard engine to modify it to having paired cylinders. No other similar system or kit currently exists.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP18207872.5A 2017-11-22 2018-11-22 Moteur à combustion interne, procédé de modification d'un moteur et procédé d'exploitation d'un moteur Pending EP3489492A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US15/821,138 US10018112B2 (en) 2013-06-05 2017-11-22 Internal combustion engine with paired, parallel, offset pistons

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EP3489492A1 true EP3489492A1 (fr) 2019-05-29

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EP (1) EP3489492A1 (fr)
AU (2) AU2018101638B4 (fr)
BR (1) BR102018073962A2 (fr)
CA (1) CA3021866C (fr)
MX (1) MX2018014302A (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11506119B2 (en) 2020-07-02 2022-11-22 Impact Consulting And Engineering Llc Multiple cylinder engine
US11603793B2 (en) 2020-07-02 2023-03-14 Fna Group, Inc. Multiple cylinder engine
US11635020B2 (en) 2020-07-02 2023-04-25 Fna Group, Inc. Multiple cylinder engine
US11674434B2 (en) 2020-07-02 2023-06-13 Impact Consulting And Engineering Llc Multiple cylinder engine

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AU2018101638A4 (en) 2018-12-06
AU2018256587A1 (en) 2019-06-06
AU2018256587B2 (en) 2020-09-03
CA3021866A1 (fr) 2019-01-23
CA3021866C (fr) 2019-09-10
BR102018073962A2 (pt) 2019-09-17
MX2018014302A (es) 2019-08-29

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