ES2936831A1 - GRANULAR SOLID FUEL INTERNAL COMBUSTION ENGINE (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

The present invention "Granular solid fuel internal combustion engine" is an internal combustion engine in which the fuel burns in a solid phase in a chamber attached (11) to the variable volume chamber where the thermodynamic cycle (5) is carried out. , with gas exchange between the two chambers through the grill (12). The fuel is supplied to the engine in granular form (14 and 15) and the combustion of each granule is not completed in a single thermodynamic cycle, but is prolonged over several cycles. The engine is also equipped with devices for extracting and separating the ash resulting from combustion (16 and 20). The present invention allows the use as fuel of previously conditioned vegetable matter in the form of granules, such as agricultural and forest residues, without the need to carry out prior chemical transformations on it. (Machine-translation by Google Translate, not legally binding)

Description

DESCRIPTION

GRANULAR SOLID FUEL INTERNAL COMBUSTION ENGINE

TECHNIQUE SECTOR

The present invention can be applied to the sectors of transportation, agricultural machinery, mining, civil works, power generation and any other sector where internal combustion engines of medium or great power are used.

The engine object of the present invention allows the use of vegetable matter (formed mainly by cellulose, lignin and other polysaccharides) as fuel without the need to carry out prior chemical transformations on it. This allows any agricultural or forestry by-product to be used as fuel.

BACKGROUND OF THE INVENTION

The invention of modern internal combustion engines dates back to the 19th century. Its history is ancient and its development has been long and complex. They are currently the most widely used motors in the world in mobile or portable machinery, because they allow the generation of energy in situ from the oxidation of a combustible substance (hereinafter combustible) by oxygen in the air. Their success lies in the fact that the energy they transform can be easily accumulated, transported and stored by collecting fuel, in a relatively small space and with a relatively small mass.

By comparison, electric motors require a connection to an electrical power distribution system or a relatively heavy and bulky battery for their operation. This fact has made internal combustion engines essential in the transport sector and in any other application where the supply of large amounts of energy is required independently of the electricity generation and supply systems.

In practice, due to the limitations of storage and recharging capacity of the batteries that must be associated, electric motors can only be used in fixed installations or in applications with low energy demand. It is foreseeable that in the coming years, a greater degree of development in batteries will make it possible to extend the range of application of electric motors, although only discreetly.

The wide use of internal combustion engines has led to global environmental problems. The fuels commonly used in internal combustion engines are mostly derived from fossil fuels. The emission into the atmosphere of the products of the combustion of fossil fuels has led to an increase in air pollution at the local level (associated with respiratory diseases) and an increase in the concentration of greenhouse gases in the atmosphere (especially carbon dioxide) that is causing a gradual and sustained increase in temperatures on the earth's surface globally. This increase in temperatures is expected to have serious negative consequences on the biosphere in the medium term, including on people's lives.

A partial solution to the emission of greenhouse gases is the use of fuels from living organisms, usually plants. The carbon dioxide released in the combustion is absorbed again during the growth of the plants, with which the total emissions of the cycle are null.

Currently, internal combustion engines require liquid fuels (gasoline, diesel, alcohols, oils, etc.) or gaseous (methane or other gaseous hydrocarbons) for their operation. These fuels are difficult to extract from plant material, and are sometimes obtained from products intended for human or animal consumption. Sometimes, the chemical transformations necessary to obtain the fuel imply a loss of energy that makes obtaining an unprofitable process from an environmental point of view.

The challenge of obtaining useful fuels from plant material not intended for consumption as food has not yet been resolved. In addition, obtaining fuel usually involves a loss of energy that causes the overall cycle performance is very low.

EXPLANATION OF THE INVENTION

As an alternative to obtaining useful fuels from plant matter, an engine capable of using plant matter as fuel is proposed. The supporting tissues of plants (which are usually waste material) are formed mainly by polysaccharides, mainly celluloses and lignin. These substances are good fuels, but they burn in a solid state, so they cannot be used in the internal combustion engines used today. In today's engines, fuel always burns in a gaseous or finely pulverized state, and mixed with air.

The direct use of vegetable matter, without chemical transformations, in an internal combustion engine, means classifying it as a class II biofuel, not competing with human or animal food. The seeds, fruits and young shoots of the plants can be used for food, while the woody parts can be used for fuel. In addition, the absence of chemical transformations prevents energy losses, increasing the overall yield of the process.

Plant material only needs to be conditioned in the form of regular-sized granules (for example, wood pellets according to the UNE-EN ISO 17225-2:2014 standard) so that the engine's fuel feed device can handle it properly. The fuel must be free of non-combustible foreign materials and have low moisture.

In a conventional internal combustion engine (those currently used) combustion takes place inside the engine, in the variable volume chamber where the thermodynamic cycle occurs. On the contrary, in the engine that is the object of the present invention, combustion is carried out in an attached chamber, separated by a grill that allows the passage of gases and very small particles, but that keeps the fuel in the combustion chamber.

Although they have now fallen into disuse, there are motors that carry out the combustion in an adjoining chamber, separated by a duct. This arrangement has been widely used in diesel engines and in obsolete hot-chamber engines. These engines are designed to use fuels in the liquid state and cannot burn fuel in the solid state. The fundamental differences between these motors and the motor object of the present invention are the following:

1. In the engine object of the present invention, the fuel burns in a solid state, in the form of discrete granules with a size greater than 0.1 mm.

2. The use of the grid that keeps the fuel, burning in a solid state, in the combustion chamber and that prevents its passage to the variable volume chamber.

3. The use of a fuel feeding device capable of introducing fuel into the combustion chamber in the form of granules, avoiding at all times a substantial outlet of the gases present in the chamber to the outside. The fuel supply is carried out approximately continuously and sustained over time during engine operation, allowing a constant and sustained power output over time.

4. The presence of a device for emptying the combustion chamber, which allows the extraction of the ashes resulting from the combustion and possible non-combustible materials from the combustion chamber.

5. The need to use a device that separates ashes or other combustion products from the engine's exhaust gases, before they are released into the atmosphere.

In addition, the engine object of the present invention has the following unique characteristics:

1. In existing engines, in each cycle the correct amounts of air and fuel are introduced into the combustion chamber for approximately stoichiometric combustion. If excess fuel is introduced during a cycle, the unburned fuel is expelled with the exhaust gases. In the engine object of this invention, combustion is limited by the amount of oxygen that enters the combustion chamber or by the contact time between the oxygen and the fuel. Combustion is carried out with excess fuel. The fuel is not expelled from the engine together with the exhaust gases due to the presence of the grid that keeps it in the combustion chamber.

2. In current internal combustion engines, the fuel burns mixed with the oxidizer, practically in a gaseous state. Combustion is a superficial phenomenon. The greater the exposed surface, the greater the combustion rate. The combustion speed in the engine object of the present invention is limited by the exposed surface of the fuel granules. The greater the granulometry of the fuel, the smaller its exposed surface in relation to its volume, and the lower its combustion rate. This limits engine power relative to liquid or gas fueled engines.

3. The combustion of vegetable matter generates ashes as residue. For this reason, the presence of a device for emptying the combustion chamber is necessary, which allows the extraction of the resulting ashes and possible non-combustible materials from the combustion chamber; and an exhaust gas filtering system, since part of the ashes can be dragged by them. The extraction of the ashes can be carried out during the operation of the engine without affecting its operation.

4. Generally, it is more difficult to ignite a solid fuel than a liquid or gaseous one. This fact has, fundamentally, the following consequences:

to. An engine that uses solid fuel is more difficult to start. The use of auxiliary starting devices is required to achieve ignition of the fuel.

b. The difficulty of igniting the fuel provides greater safety during engine operation and during fuel handling. In the event of an accident there is a lower risk of explosion or fire.

The engine object of the present invention has the basic elements of any other current internal combustion engine:

1. One or more variable volume chambers.

2. A device that transforms the volume variations of the cameras into a useful movement.

3. A device that regulates the intake and exhaust gases from the engine.

4. A cooling device, which maintains the elements of the engine at a suitable temperature for its operation.

5. A lubrication device, which reduces the wear of the elements subjected to friction, reduces power losses due to friction and contributes to keeping the elements of the engine at a suitable temperature. In addition to the above elements, the engine object of the present invention may be equipped with other auxiliary elements, such as: turbocharger, anti-pollution devices, etc; They are not essential for engine operation. The engine object of the present invention is provided with the following characteristic elements:

1. A combustion chamber separated from the variable volume chamber by the grill.

2. The use of a fuel feeding device capable of introducing fuel into the combustion chamber in the form of granules, avoiding at all times a substantial outlet of the gases present in the chamber to the outside.

3. A device that heats the fuel present in the combustion chamber in the engine starting process, to enable its ignition and, therefore, the starting of the engine.

4. A device for emptying the combustion chamber, which allows the extraction of the ashes resulting from the combustion and possible non-combustible materials from the combustion chamber.

5. A device that separates ashes or other combustion products from engine exhaust gases before they are released into the atmosphere.

BRIEF DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the characteristics of the present invention, a set of drawings are attached as an integral part of said description, where they are illustrative and not limiting. The following has been represented:

FIGURE 1.- Simplified diagram of a possible embodiment of the invention. For simplicity, not all the components necessary for the starting and running the engine, in particular when they do not affect the claims.

FIGURE 2.- Detail of the combustion chamber and devices for feeding fuel and emptying the combustion chamber, shown in figures 1 and 3. FIGURE 3.- Simplified diagram of another possible, more complete embodiment of the invention, including a turbocharger and a cooling device. For simplicity, not all the components necessary for starting and running the engine are represented, in particular when they do not affect the claims.

PREFERRED EMBODIMENT OF THE INVENTION

There are currently a wide variety of types of internal combustion engines. The present invention can be carried out in a large number of them. The embodiment which is considered to be the most illustrative is disclosed herein.

The components of the embodiment of the present invention, as indicated in the figures, and their function are described below. The order in which the components appear in the description corresponds to the number assigned to them in the figures. It is noted that the figures do not show all the components necessary for the operation of the engine. In addition to the components shown and described below, other components are necessary that have not been shown because they are not the object of the present invention.

1. Inlet of air, coming from the atmosphere, to the engine. Includes a filter to prevent the entry of dust or foreign objects, which could cause damage to the engine.

2. Butterfly valve. It restricts the passage of air to control the power delivered by the engine at all times. It can be replaced by a variable flow blower or another device that performs the same function.

3. Sweeping blower. It generates a pressure that allows the entry and circulation of air and residual gases through the engine. It allows the expulsion of the gases resulting from the combustion of the volume of the cylinder, through the exhaust duct, and its replacement by air taken from the atmosphere.

In low power two-stroke engines, the function of the blower is carried out by the engine crankcase, although it is preferable to use a blower so that the crankcase can contain the lubricating oil.

. intake duct. It conducts the air taken from the atmosphere to the volume of the cylinder.

. Cylinder volume. It is the volume where the thermodynamic cycle of two times occurs: compression and expansion. The volume is variable due to the movement of the piston, which slides through it.

. Piston. It performs a cyclical reciprocating movement inside the cylinder, varying its volume and making the thermodynamic cycle possible. It also extracts the work generated in each cycle and transmits it to the connecting rod.

. Connecting rod. It connects the piston with the crankshaft, transmitting between both movement and work.

. Crankshaft. Rotating shaft that transforms the rectilinear movement of the piston into angular movement. Collects the work produced in each thermodynamic cycle and transforms it into the power delivered by the engine.

. Sump. Chamber that houses the crankshaft, connecting rod, and other components. It is separated from the volume of the cylinder by the piston. Its most common function is to contain the lubricating oil.

0. Lubricating oil. It limits the friction between the parts in relative movement of the engine, reducing its wear and reducing power losses due to friction.

1. Combustion chamber. Chamber where the fuel is housed and burns. Due to the high temperatures reached by its walls, they must be refrigerated or made of refractory material.

2. Grid. It separates the combustion chamber from the cylinder volume. It is equipped with very small holes that allow the passage of gases between the combustion chamber and the volume of the cylinder, but which prevent the passage of fuel granules towards the volume of the cylinder. Due to the high temperature it reaches, it must be refrigerated or made of refractory material.

3. Boot device. Allows initial ignition of the fuel and starting of the engine. Normally it will be composed of an electrical resistance that reaches a high temperature at the moment of starting and other auxiliary devices that inject an auxiliary fuel or an oxidizer.

4. Fuel feeder. Introduce fuel into the chamber combustion avoiding at all times a substantial outlet of the gases present in the chamber to the outside.

. Fuel input. Hopper or similar device that stores and supplies fuel to the engine.

. emptying device. Extracts the ashes resulting from combustion and possible non-combustible materials from the combustion chamber, avoiding at all times a substantial outlet of the gases present in the chamber to the outside.

. Exit of ashes and residues. The ashes and residues removed from the combustion chamber are conducted and stored in a deposit for this purpose.

. Cooling envelope. Filled with water or other coolant. It absorbs and dissipates heat to keep the internal components of the engine at a suitable temperature for its operation, preventing excessive temperatures from changing their properties and affecting the operation or causing damage to the engine.

The engine is usually equipped with a radiator that dissipates the heat absorbed by the coolant into the atmosphere, and other necessary components such as pumps and thermostats, which have not been represented in the figures for simplicity and not to be a reason for claims.

. exhaust duct. It conducts the gases resulting from the combustion of the volume of the cylinder towards the ash filter.

. Ash filter. The ash particles resulting from combustion are very fine and can pass through the holes in the grate. The ash particles are dragged by the exhaust gases and can end up in the atmosphere, assuming a source of pollution. To avoid this, it is necessary to insert a filter that separates the entrained ash from the gas stream and prevents its emission into the atmosphere.

. Exhaust gas outlet. Normally it is equipped with a silencer that limits the noise emitted by the operation of the engine.

. Ash outlet. The ashes removed from the exhaust gases are conducted and stored in a deposit for this purpose.

. Turbocharger. Increases the amount of air that enters the volume of the cylinder, and the pressure of the gases in the volume of the cylinder and in the combustion chamber, increasing the power obtained.

. Cooling device. Also known as an intercooler. Reduces the gas temperature at the outlet of the turbocharger, increasing its density.

An operation cycle of the embodiment of the present invention disclosed herein will now be described. The description given below corresponds to a single-cylinder engine operating on a two-stroke cycle, which is the one represented in the figures. For simplicity and greater clarity of the explanations, those elements that do not affect the claims of the present invention have been suppressed. The numbers in parentheses refer to the figures. The cycle is as follows:

1. Starting from the piston (6) located at the bottom dead center (hereinafter PMI) and the cylinder (5) being filled with air taken from the atmosphere (1), the stroke of the piston (6) begins towards the top dead center (hereinafter PMS).

2. On its way to TDC, the piston (6) covers the intake (4) and exhaust (19) ports. At this moment there is no gas exchange between the volume of the cylinder (5) and the atmosphere. Gas compression time begins.

3. As piston (6) moves towards TDC the volume of cylinder (5) is reduced. This produces an increase in the internal pressure in the cylinder (5). The cylinder (5) is connected to the combustion chamber (11) through a grid (12) that allows the exchange of gases between them. As the pressure of the gases in the cylinder (5) increases, part of them passes into the combustion chamber (11) through the grill (12).

The pressure in the cylinder (5) and in the combustion chamber (11) is always approximately the same. Any difference in pressure between the two causes a flow of gases through the grid (12) until the pressures are balanced.

4. During engine operation, the combustion chamber (11) is filled with fuel pellets at a temperature higher than ignition temperature. Combustion does not occur because there is no oxygen available in the chamber. Any oxygen entry into the chamber resumes combustion, being consumed in a short period of time. During the compression time, the gases from the cylinder (5) contain oxygen and begin to enter the combustion chamber (11) through the grill (12), resuming combustion.

5. At the beginning of the compression stroke, the oxygen intake into the combustion chamber (11) is slow and there is no vigorous combustion, but when the piston (6) reaches TDC, the volume of the cylinder (5) remains reduced to practically zero in a short period of time. The air taken from the atmosphere is violently introduced into the combustion chamber (11) where the available oxygen reacts rapidly with the fuel.

6. Combustion causes a large temperature increase in the gases present in the combustion chamber (11). By the ideal gas law, an increase in the absolute temperature of a quantity of gas contained in a constant volume causes an equal increase in its absolute pressure. The gases contained in the combustion chamber have a behavior similar to that of an ideal gas, so the application of the ideal gas law is a good approximation to reality. The increase in temperature produces an increase in the pressure in the combustion chamber (11). At this moment the piston (6) begins to return to BDC. Expansion time begins.

7. As the volume of the cylinder (5) increases, the gases present in the combustion chamber (11) pass through the grill (12) and expand in the cylinder (5). As the gas pressure is higher during expansion than during compression, there is a positive work difference for each cycle that translates into the power delivered by the engine.

8. Near PMI, piston (6) exposes exhaust (19) and intake (4) ports. The air in the atmosphere displaces the gases present in the cylinder. The cycle can start again.

To achieve the displacement of the gases inside the cylinder (5), the engine must be equipped with a device that takes air from the atmosphere and increases its pressure so that it flows through the cylinder and displaces the gases present in it. , to emit them into the atmosphere through the exhaust (21).

Normally, in small engines, this function is performed by the engine crankcase, although it is preferable to use a blower (3) for this purpose, which allows the crankcase (9) to be used to store the engine lubrication oil (10).

The terms PMS and PMI are descriptive only. They indicate that the piston (6) has reduced the volume of the cylinder (5) to the minimum, in the case of TDC, and has increased the volume of the cylinder (5) to the maximum, in the case of the PMI. The movement of the piston can be horizontal and its height does not vary during its travel.

As in other engines, the rectilinear movement of the piston (6) is transformed into an angular movement by the crankshaft (8), which is coupled to the piston (6) by means of the connecting rod (7). During engine operation, the crankshaft (8) rotates continuously at a certain speed, which translates into a cyclical movement of the piston (6) and a periodic variation of the volume of the cylinder (5).

During engine operation, the fuel feeder rotor (14) rotates, dropping fuel pellets (15) into the combustion chamber (11). The rotation speed of the fuel feeder rotor (14) must be regulated so that the combustion chamber (11) is always full of fuel. During engine operation, the fuel is consumed inside the combustion chamber (11), gradually emptying it. Emptying the combustion chamber has two consequences:

1. The amount of fuel available for combustion is reduced, so all available oxygen may not react while piston (6) is around TDC.

2. By increasing the free volume of the combustion chamber (11), the compression ratio is reduced, which reduces engine performance.

These two consequences have the effect of reducing the power delivered by the engine. The effects add to each other resulting in a very significant drop in power delivered by the engine. During engine operation it is essential that the combustion chamber (11) is always filled with fuel granules. On the other hand, an excessive rotation speed of the feeder rotor (14) causes a crumbling of the fuel, which reduces its granulometry. Too small a granulometry can cause the fuel granules to pass through the grid (12) without burning completely, being dragged by the exhaust gases, up to the filter (20). For these reasons, the regulation of the speed of rotation of the feeder (14) is fundamental for the good performance of the motor.

The fuel supply is carried out by gravity. For the proper functioning of the engine, it is necessary that the fuel granules inside the combustion chamber (11) leave channels between them so that the gases can circular. Feeding them under pressure could cause their compaction inside the combustion chamber, preventing their combustion. For this reason, the fuel supply (14) is carried out from the upper part of the combustion chamber (11).

Combustion produces ash as residue. The ashes have a very fine granulometry, so part of them pass through the grid (12) and are dragged by the gases through the exhaust duct (19) to the filter (20), where they are retained. To evacuate the ashes and other residues whose granulometry is too large to pass through the grate (12), there is an outlet (17) located in the lower part of the combustion chamber (11). The operation of the emptying device (16) is very similar to the feeding device (14), but since the volume of ash to be evacuated is much smaller than the fuel to be fed, the rotational speed of the rotor of the emptying device (16) is much smaller.

As in the case of the fuel feeder (14), it is necessary to regulate the speed of rotation of the rotor of the emptying device (16). Too low a speed would result in an accumulation of ash in the combustion chamber (11). Too high a speed would draw unburned fuel from chamber (11).

During normal engine operation, the internal temperature of the combustion chamber (11) is higher than the fuel ignition temperature, so it begins to decompose and ignites spontaneously shortly after entering the chamber (11). When starting the engine, the temperature of the combustion chamber (11) is not high enough to start combustion. To start the engine, there is a device (13) that heats the fuel above the ignition temperature. This device (13) is made up of an electrical resistance powered by a battery that heats the fuel. In addition, there may be other auxiliary devices that inject an auxiliary fuel (liquid or gaseous) or an oxidizer to help start the engine.

The initial spin of the motor is usually provided by an electric motor powered by a battery. The electric starter motor has not been shown in this embodiment for simplicity and for not being the object of claims.

The power delivered by the engine is regulated by limiting the amount of air that enters cylinder (5) in each cycle. This is achieved by means of the butterfly valve (2), which restricts the passage of air, or by acting on the blower (3) to reduce the blowing pressure. The maximum power is obtained when the air blown by the blower (3) completely displaces the gases present in the cylinder (5) while the piston (6) is around PMI. If a greater volume of air is introduced into the cylinder (5), it will be lost through the exhaust duct (19) and there will be no increase in the power delivered by the engine.

To increase the power delivered by the engine, a turbocharger can be used (FIGURE 3). The turbine of the turbocharger restricts the exit of the exhaust gases to the atmosphere, which increases the pressure of the gases inside the cylinder (5). The turbocharger (23) obtains energy from further expansion of the exhaust gases and uses it to introduce air into the cylinder at higher pressure. A higher air pressure in the cylinder (5) before compression means a greater amount of oxygen available during combustion, a higher pressure of the gases during the expansion time and, finally, a greater power delivered by the engine at the expense of of higher fuel consumption. To improve performance, the compressed air can be cooled in a cooling device (24) before entering the engine.

The use of the turbocharger (23) is optional, and is not strictly necessary for the operation of the engine. In a more developed application, the blower (3) could be completely replaced by the turbocharger (23).

Due to the characteristics of the present invention, it is applicable where internal combustion engines of medium or great power are used. In particular, its application in agricultural machinery is considered particularly advantageous, since it allows the energy use of many of the residues derived from food production. Other sectors where it can be applied are the transport, mining, civil works and portable energy generation sectors.

Due to the power demanded by the exposed applications, the engines on which the present invention is applied will probably have several cylinders and will be equipped with supercharging by means of one or more turbochargers.

It would be possible, though probably impractical, to apply the present invention to a Wankel-type motor (patented by Felix Wankel in 1929). It is believed that the present invention will find best application in reciprocating piston engines.

Claims (10)

1. Internal combustion engine (FIGURE 1) characterized in that: to. The fuel that it uses burns in solid phase in a chamber attached (11) to the variable volume chamber where the thermodynamic cycle (5) takes place, with gas exchange between the two chambers through the grid (12). b. The fuel (15) is introduced into the chamber (11) in the form of solid granules of appreciable size (greater than 0.1 mm). The combustion of each fuel pellet is not completed in a single thermodynamic cycle, but rather takes place over several cycles. The fuel granules remain in the chamber (11) during the burning process, progressively reducing their size until they burn completely, or are so small that they pass through the grill (12) and are dragged by the exhaust gases to the exhaust device. exhaust gas filtering (20) where they are retained. c. It has, among other elements, the following: Yo. A perforated grid (12) or similar device, which keeps the fuel in the combustion chamber (11), while allowing the exchange of gases between the combustion chamber (11) and the variable volume chamber where the cycle is carried out. thermodynamic (5). ii. A feeding device (14) that introduces the fuel in the form of discrete granules of appreciable size (greater than 0.1 mm) into the combustion chamber (11), without letting out the gases contained in said chamber. iii. An emptying device (16) that extracts the ashes from the combustion and other residues from the combustion chamber (11), without letting out the gases contained in said chamber. iv. An exhaust gas filtering device (20) that separates the ashes and other particles that could be dragged by the gases before they are emitted into the atmosphere. v. A starting device (13) that allows the temperature of the fuel present in the combustion chamber to be raised above the ignition temperature, in order to enable the engine to start. 2. Internal combustion engine according to claim 1, equipped with several cylinders, or chambers of variable volume, where the thermodynamic cycle can be carried out. The cylinders may be arranged in a line, forming a V, in a fan or radially. In addition, the cylinders may be grouped into blocks. The blocks may be arranged in a V, fan-shaped, radial or parallel. The engine may have one or more crankshafts, depending on its complexity. 3. Internal combustion engine according to any of claims 1 or 2, in which the gas exchange devices (of the variable volume chamber with the outside) are located, partially or totally, in the cylinder head or in the top of the cylinder volume, near the grid (12). Internal combustion engine according to any of claims 1, 2 or 3, operating according to a four-stroke cycle. In addition to the compression and expansion times, the engine performs two additional times in which it reduces the volume of the chamber to a minimum (exhaust time) to expel the gases resulting from combustion, and increases it to the maximum (intake time). to introduce air from the atmosphere and restart the cycle. 5. Internal combustion engine according to claim 1 or 2, running on a Wankel-type engine. The engine may be equipped with one or more Wankel rotors. An internal combustion engine according to either of claims 1 or 2, operating according to an opposed piston engine in the various proprietary arrangements. These provisions include those used in the following engines: to. Junkers Jumo 205. b. Napier Deltic c. Commer TS3 The engine may have one or more crankshafts, depending on the arrangement of the cylinders. 7. Internal combustion engine according to any of claims 1, 2, 3, 4, or 6, in which the mechanism for the transformation of the movement (rectilinear to circular and vice versa) connecting rod-crankshaft (7-8) has been replaced by a ramp plate mechanism, cams or other similar device. 8. Internal combustion engine according to any of claims 1, 2, 3, 4, or 6, in which the movement of the piston (6) is controlled by means of magnetic fields, transforming the movement of the piston (6) into electrical energy by means of the phenomenon of electromagnetic induction. Internal combustion engine according to any of claims 1, 2, 3, 4, 5, 6, 7 or 8, provided with supercharging by means of one or more turbochargers (23). In addition, the engine may be equipped with one or more cooling devices (24), at the outlet of the turbochargers (23), to reduce the temperature of the compressed gases. Internal combustion engine according to any of claims 1, 2, 3, 4, 5, 6, 7, 8 or 9, air-cooled. This motor lacks the cooling envelope (18). Instead, the surfaces of the engine to be cooled are provided with fins that increase their surface area exposed to the air. Heat is removed from the engine by circulating air through the fins.