FI104914B - Internal combustion engine - Google Patents

Description

104914

COMBUSTION ENGINE

The present invention relates to an engine which resembles a star engine, except that the cylinders are pivoted so that each piston has its own crankshaft on the outer periphery. The crankshafts are communicating via their gears 5 to the central gear, which generally has a power take-off, the cylinders being connected at one end by a flange with a suction valve on one side and an exhaust valve on the other. On the suction side there are separate ducts for air only, which is used for flushing the cylinder and 10 for the gas mixture, which is only open when the exhaust duct is closed. These single passages circulate with the flanges and handle the gas exchange of each cylinder.

In the simplest model, the center pinion rotates at half speed 15 while controlling the four-stroke valve mechanism. The axis of this center pinion goes through the center of the engine. both flanges have a single spark plug between the sparks to handle the ignition. The required sealing of the valves is achieved by the presence of triangular valve rings around the valve openings 20, which seal the spaces between the flanges by the pressure in the cylinder.

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The exhaust gases flow out against the direction of rotation of the valve and, as they are rotated by fixed guide vanes, enter the outer flanges of the exhaust flange and release some of the propulsion energy to rotate the engine.

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Alternatively, the pa-30 deflected by the guide vanes will have to pass through a circumferential tube, which may be an exhaust gas purifier or a silencer, once again at the end of this tube to reverse the direction of gas flow to recover as much kinetic energy as possible. With this engine, the number of cylinders can be freely set 2 104914

However, as long as the number of cylinders is even, the mass forces on the opposing sides cancel each other out and so the engine cannot vibrate.

5 In a multi-cylinder engine, after starting, it is possible to ignite the gas mixture by introducing the combustible gas of the adjacent cylinder at a higher pressure into the adjacent cylinder. This is made possible by a circulating interconnect channel with a central exhaust control adjusting the ignition timing according to the RPM.

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When each cylinder has a separate crankcase, a low charge pressure can be obtained when the piston makes two pumpings during one filling while providing good piston cooling.

The ignition energy can also be generated by a magnet, in which the magnets generating the ignition energy and the control pulse are stationary and rotate to control the timing of the ignition.

With the engine running on the Otto process, the two spark plugs turn on each cylinder gas mixture in turn.

The diesel process has one nozzle and a pressure pump. The pressure pump roller rests on a wavy annular rail which causes the pumping movement. This ring can be rotated 25 and thus the size of the fuel supply can be changed. This annular rail is threadedly connected to another ring which twists to change the timing of the injection.

When the connecting flanges of the shaft is disconnected from the power ulostuloakselis-30 O and control the valves arranged on one a rod axis of the pinion and the suction-side flange of the outer periphery of the pinion by means of the intermediate gear, a power output of the engine speed range is less critical, for example, the ship's propeller to fit the diesel engine, which is also 35 operates the four-stroke principle .

When an attempt has been made to replace the conventional disc valve with another solution, such as DE-A-688153 (46a-3/03) and DE-A-3 338 637 (FIL-7/06), a common weakness of these has been to provide the required tightness.

3 104914 This drawback is not present in the claimed internal combustion engine because the sealing of the valves is achieved by the triangular sealing rings which surround the valve openings.

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The engines described in the aforementioned publications also do not have fresh air and gas mixture ducts separately. The differences in the structural solutions are also striking.

10 Regarding the utilization of exhaust flow energy, which is disclosed in U.S. Patent 2,565,368 (123-51), it does not take advantage of high-pressure exhaust gases entering the exhaust duct and at a high velocity thereby causing an opposite pushing reaction force and also increasing this efficiency. . Another difference is that in my engine design, one exhaust duct handles the gas exhaust, whereas in the patented engine, each cylinder requires its own exhaust duct and does not utilize the gas flow to exchange the other cylinders. Because of the different design 20, the gas flow direction did not have to be reversed by fixed blades, as in my engine design, and the exhaust gases come from the blades from the side, whereas in the engine of this patent application they come from the inside and out of the blades. In addition, the exhaust duct does not provide 25 additional air for post-combustion.

• · This engine has few parts that make it cheap to use and reliable. However, it provides better valve tightness than conventional slider valve 30 by inserting three-angled valve rings around the valve openings.

When the gas in the cylinder can be ignited by the flammable gas in the adjacent cylinder, the engine can use gases that are 35 ignited and that burn slowly. This type of gas can also be ignited with a small amount of Diesel fuel in the Diesel engine. For example, wood under pressure can be well gasified and fed directly to the engine. Il- * 104914 man that it should be burned in a power boiler and the steam from it should be used to rotate the steam turbine as is usually the case now.

5 Because of its simple structure, as a cheap engine with other improvements, it could play a role as a decisive producer of decentralized energy, especially when it does not produce direct carbon dioxide emissions through the use of renewable energy sources.

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However, the combustible gas ignition engine was originally designed mainly for Formula 1.

Simple and, consequently, a reliable magnetic ignition 15 engine will be less expensive than existing ignition systems, and when there are two spark plugs, combustion will be accelerated.

Existing Diesel-based engines have their own nozzle, and often their own fuel pump, with 20-cylinder cylinders, which means that adjusting the fuel to each cylinder is not easy and the differences tend to widen during use. Whereas in the engine disclosed in this patent application, one pressure pump and a nozzle Hoi-25 provide fuel injection into each cylinder so they must be of equal size. As the position of the nozzle changes in the cylinder, it assists in the mixing of fuel and air and thus combustion. In today's Diesel engines, fuel feeders are expensive and require a lot of maintenance due to their complexity. In this new solution, maintenance can be accomplished quickly by simply replacing one part comprising the pump and nozzle, resulting in short downtime.

The characteristic features of the invention are defined in the appended claims.

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In the following, the invention will be described in detail with reference to the drawings in which Figure 1 shows a four-cylinder four-stroke Otto engine 5 Figure 2 shows a side view of the engine of Figure 1.

Figure 3 shows the exhaust from the engine of the engine of Figure 1-2.

Figure 4 illustrates a circular cross-sectional view of a circulating interconnector passage for 10 ignitions, as well as an exhaust gas conduit for exhaust gas aftertreatment;

Fig. 6 shows how the pressure fluctuation in the crankcase caused by the piston pumping movement has been used to generate a low charge pressure and to cool the piston.

As well as how the pinion on one of the connecting rod shafts has been used to control the valves, Figure 7 illustrates the structure and wiring diagram of the magnetic ignition 20 of a six-cylinder engine.

Figures 8 to 10 show the fuel injectors for a Diesel engine and Figure 10 also shows a side view and a cross-section of the valve control shown in Figure 6.

The invention will now be described in detail with reference to the drawings in which Figures 1-3 illustrate the same four-stroke Otto. Figure 1 shows that one of the cylinders has the valves cross open and the clean air enters the space 4 between the two pipes shown in Figure 2, Figure 1 shows the part 2 of the suction valve 30 through which it flows into the cylinder. When the flushing step is over, i.e. the exhaust valve closes, the suction valve part 3 also opens into the cylinder and hence the gas mixture begins to flow.

Next, the air-only valve part 2 bypasses the valve opening in the cylinder and only gas mixture begins to flow into the cylinder 35.

Figure 2 shows the number of two spark plug spark plugs used in connection with the capacitor ignition.

6 104914 These plugs rotate with the flanges and provide ignition in each cylinder. The sealing of the circular valve openings is achieved by the presence of triangular valve rings surrounding them. Some of the energy 5 contained in the exhaust gases can be utilized by reversing their direction. Figure 2 shows that flaps 8 are attached to the exhaust flange which once again reverses the direction of the exhaust gases and recovers some of the kinetic energy of the gases. Figure 3 shows the flow of gases indicated by arrows. This not only improves the 10 efficiencies but also provides sound attenuation. Figures 1 and 2 indicate the gears in the crankshaft by 9 and the center pinion by 10, of course, because the ratio of the gears is 1: 2 because the engine operates on a four-stroke principle. Figure 2 shows how the intake side flushing and cooling is Jar-15 reordered openings 11 and 12 by means of this air is used as gas mixture.

Figures 4 and 5 show how many of the cylindrical engines can be ignited by the combustion gas of the adjacent sy-20 cylinder when the machine starts. Fig. 4 shows a 12-cylinder engine and then the ignition difference is 60 ° in crankshaft angles, at which point the pressure and temperature of the gas in the burning cylinder is high enough to allow its gas to discharge into the adjacent cylinder and ignite the gas mixture there. The required tightness between the channels is achieved by the tensioned rim shown in FIGS. Two centrifugal adjusters allow ignition to advance as RPM increases. Figure 4 shows that the passage of the cylinder to be ignited is not quite at the connecting passage due to the required gas travel time. Figure 4 shows the exhaust valve 4 and the suction valve 5. The figure shows a continuous supply of air to the exhaust duct, for example for Diesel engine post combustion. In practice, several cylinders of the later Diesel engine, with quite a few crankshafts 35, can do so. Figure 4 also shows that when the breather valve opens, the exhaust gases flowing out at high speeds even help the emptying of the cylinders which have already been opened.

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Figure 4 shows another procedure for utilizing the kinetic energy of the exhaust gases. In this case, too, the guide vanes rotate the direction of gas travel, but in this case they go into the pipe marked 6. This pipe is a pa-5 covalent valve on the outer circumference of the flange. In this tube, the gases proceed in the direction of rotation of the engine, while losing their kinetic energy. The pipe may be purged of gas or sound attenuated. At the end of the pipe, they still give up their kinetic energy when they have to turn to the exhaust pipe. Figure 4 shows that.

The 10 suction stages are running simultaneously in several cylinders and therefore the gas is always in motion so when the valve opens it only needs a slight change of direction. The picture shows only one intake manifold as in the Diesel engine, which will be discussed later.

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Fig. 6 shows a circular plate rotating in the crankcase with the numeral 4 having a valve opening 1 through which air is drawn from the suction pipe 2 into the crankcase due to the vacuum created by the piston. During the overpressure generated by the piston, the pressurized air flows out through pipe number 3 when cooled for use in the engine. The required tightness is achieved by two nested tubes, the outer one being pressed against the plate and the other end being hermetically connected to the inner tube.

Fig. 6 also shows how the valve control can be performed using the idler gear, denoted by 5. The number of teeth represented by the crankshaft rotated by the number 6 is, of course, half the number of the gear rotating by the number 7. Figure 10 is a side view of this.

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Figure 7 shows how to generate electric energy for this inter-spark condenser ignition by means of a magnet. ': The magnets numbered 1 and the control magnet 2 are positioned in the circumference. They can only be rotated to the extent • required by the change in ignition timing. Electric energy is generated in the coils, which are marked with the number 3. In the picture, however, each coil can be made with its own circuit and spark plug. As shown, the rectifier current charges the capacitor. The pulse from the control winding short-circuits the thyristor designated 4 and causes a rapid discharge of the capacitor through the transformer winding and sparks a high-voltage secondary to the side and a spark plug in the series. All others than the fixed magnets are connected to the suction side of the flange. This space is closed as shown in Figure 2, making it impossible to touch dangerous voltages.

10 Figure 9 is a cross-sectional view of a single-injection injection pump and a nozzle for a Diesel engine. The piston of the pressure pump, denoted by 1 in the figure, presses through the pressure valve a high pressure oil to a nozzle which in turn injects fuel into each cylinder. The bypass oil pa-15 will flow to the pressure pump as shown. 8 through Fig. 8-10, the pressure pump receives a pump-to-pump movement from the rail designated 2 in Figures 8-10. When the number 3 on the roller-bearing cam and in this ring-shaped thread shown in FIG. 8 has the same pitch, the feed starts at the same time, but continues longer, as the feed is increased. Conversely, if the feed is to be incremented earlier and terminated later, the thread must be made steeper, as indicated in this figure. For example, as the RPM changes, the timing of the injection can be varied by rotating the rail 5, which is freely rotatable and has a ring 2 attached to the above-mentioned threads. size. The figure shows that the lower the piston moves and the greater the feed. The vacuum and centrifugal force generated as the piston rises below the piston already ensures that the oil supply to the pump is working. Figure 10 shows that the speed output for the output of 35 can be selected quite freely, since the operation of the valves is controlled by separate gears. This is a great advantage, for example in marine engines. Suction flushing and cooling from using part of the engine air passes through this enclosed space.

Claims (9)

1. An internal combustion engine in which an even number of cylinders are arranged in level with one another on a circular circumference, crankshafts on the outer circumference are interconnected by means of gears (Figs. 1 and 2, no. 9) connected to a gears located in the center (Figs. 1 and 2, no. 10) and venting of gases in each of the cylinders takes place along common rotating gas ducts (Figs. 1 and 2, no. 1, 2 and 3), characterized in that the valves have been sealed with to their cross-section triangular gasket washers which sits around the valve openings and seals the spaces between the flanges through the actuation of the cylinder pressure. Combustion engine according to claim 1, characterized in that it has separate rotating ducts for air (Figs. 1 and 2, No. 2) and for combustion gas (Figs. 1 and 2, No. 3). 3. Engine according to claims 1 and 2, in which ignition energy is generated by an ignition magnet which charges the capacitor whose discharge is controlled by a thyristor, characterized in that the coil generating ignition energy (Fig. 7, no. 3) and the coil generating control energy rotate together with the suction side flange, and the magnets (fig. 7, no. 3) stationary on the circumference, the timing of the ignition being controlled by turning the magnets. 4. An internal combustion engine according to claims 1-3, characterized in that the energy contained in the combustion gases is used directly to drive the engine in two ways: by utilizing the reaction force in the rotating outlet duct (Fig. 3, No 1) and by means of blades (Fig. 2 and 3, no. 8) in the outlet duct flange, when the direction of the exhaust gases has first been reversed with the fixed vanes (Figs. 2 and 3, no. 7). Combustion engine according to claims 1-3, characterized in that the energy contained in the combustion gases is utilized in the engine in two ways: firstly in the rotating outlet duct by utilizing the reaction force and secondly, exhaust gases which have been reversed with the the fixed vanes are guided by the duct, which rotates together with the outlet flange, into a pipe (Fig. 4, no. 6) which rotates with the outlet flange, which tube can be provided with a catalyst or silencer, which can be used directly against the gas flow. during operation of the engine, the direction of the gases being reversed yet another thread at the end of the tube, which further improves the efficiency. An internal combustion engine according to claims 1-5, characterized in that the engine is started by means of an electric spark, after which ignition is effected by utilizing burning gas under a higher pressure burning gas which is led via a rotary connecting duct (Figs. 4 and 5, No. 1) to the adjacent cylinder, the connecting channel being a biased ring (Figs. 4 and 5, No. 2), which tightly closes the openings leading into the cylinder, and the setting of the ignition by speed is made by centrifugal regulators (Fig. 4 and 5, No. 3). 7. Engine according to claim 1, characterized in that the suction side of the engine is provided with only one air duct which operates according to the diesel engine principle, that a part comprising a pressure pump, a pressure valve and a nozzle is attached to the flange on the suction side (Fig. 9, no. 1). , that the pressure pump achieves its pumping motion by means of a cam (fig. 8, 9 and 19, No. 2) in one rail, the rail is joined by threads to another rail (FIG. 9 and 10, no. 5), so that by turning the rail it is possible to change the timing of the ignition, whereby the vacuum generated by the pump piston and the centrifugal force ensure the fuel supply to the pump.