ITLE20100003A1 - MOTOR WITH 4-STROKE BURSTING WITH TWO CYLINDERS OPPOSED WITH A ROTOR THAT EXPLAINS, AT THE SAME TIME, THE FUNCTIONS OF THE FLYWHEEL, THE ROD-HANDLE SYSTEM AND THE CAMSHAFT OF THE CONVENTIONAL ENGINE AND THAT OFFERS ALSO THE POSSIBILITY OF REA - Google Patents

Description

DESCRIPTION of the invention having as TITLE:

â € œ4-stroke petrol engine with two opposed cylinders equipped with a rotor that performs, at the same time, the functions of the flywheel, the connecting rod-crank system and the camshaft of the conventional engine and which also offers the possibility of creating a 6-phase cycle instead of 4â €,

SUMMARY

The invention refers to a new version of a four-stroke internal combustion engine. This engine is characterized by two opposing cylinders with a single central combustion chamber and by a rotor in the shape of a circular crown consisting of three coaxial discs integral with each other.

In the central part of the rotor (inner circle) there are two opposing cylinders with a single central combustion chamber and inside which the pistons move. The cylinders are fixed, unlike the rotor which rotates around its axis (coinciding with the axis orthogonal to the plane containing the cylinder block-intake and exhaust valves).

The rotor is equipped with:

â € ¢ along the external circumference of a toothed crown that allows it to transmit motion to the crankshaft and also to connect to other mechanical parts, such as, for example, the starter motor.

â € ¢ grooves, obtained in the internal part, which allow it to be connected by means of pins to the â € œfootâ € of the pistons, receiving from them the movement during the active phase - of expansion - and providing, instead, the same movement in the others phases.

â € ¢ on the internal perimeter of eccentrics, similar to cams, which allow the opening and closing of the intake and exhaust valves, when they rotate to the point where they are allocated.

The rotor thus formed performs, at the same time, the functions of the flywheel, the connecting rod system and the camshaft of the traditional engine. One of the peculiarities of this engine (very important) is the possibility of dimensioning the groove inside the rotor in such a way as to allow the pistons to stop at TDC - top dead center - (position closest to the combustion chamber) and at the PMI - bottom dead center - (position furthest from the combustion chamber) for the time necessary to obtain a cycle with 6 phases instead of four.

DESCRIPTION

Technical sector The present invention refers to the field of combustion engine technology commonly used in motor machines

State of the art In the internal combustion engine with four-stroke reciprocating piston commonly used up to now there are, among others, the following components (Fig. 7): the cylinder (17) inside which the piston (18) slides, the connecting rod mechanism (19) - crank (20) which transforms the rectilinear-reciprocating movement of the piston into rotary movement of the crankshaft (21), the shaft (shafts) (26) with cams (25) which provides to move the intake (22) and exhaust (23) valves and the flywheel which uniforms the movement and dampens the pulsation typical of combustion engines. The phases that make up the engine cycle are 4 and precisely, in the order of succession:

Intake, Compression, Ignition and expansion, Exhaust.

l <a> Phase - Intake: the piston is at TDC and starts the stroke towards the BDC, while the intake valve begins opening, allowing the air-fuel mixture to enter the cylinder for the entire duration of the intake. The drain valve remains closed in this phase. Once the piston reaches the bottom dead center, the intake valve closes.

2 <a> Phase - Compression: at the end of the intake phase the piston rises from the PMI to the TDC and the compression phase begins. The mixture inside the cylinder is progressively compressed until it occupies, when the piston has reached the top dead center, the space between the piston and the cylinder head called the combustion chamber. In this phase, both the intake and exhaust valves are obviously closed.

3 <a> Phase - Ignition and expansion: at the end of the compression phase, when the piston is at TDC, the air-fuel mixture is ignited by the spark produced by the spark plug and burns. Combustion determines a rapid expansion of the gas which exerts intense pressure on the piston, which moves towards the PMI and completes the third stroke. During this phase (the only useful phase of the cycle), having to exploit the expansion work, both the intake and exhaust valves are still closed.

4 <a> Phase - Discharge: at the end of the expansion phase the cylinder is full of burnt gases, now inert, which must be expelled. This operation takes place, in fact, during the exhaust phase, in which the piston in the upward stroke from the PMI to the TDC pushes the burnt gases into the external atmosphere through the exhaust port, which opens at the same time. When the piston has reached TDC, the drain valve closes, the cycle is finished, and the engine is ready to start a new cycle.

Since each passage of the piston from TDC to PMI corresponds to a half turn of the crankshaft (crankshaft), the entire cycle takes place in two turns of the crankshaft.

Technical problems The technical problem that this invention aims to solve is that of combining the functions of the flywheel, the connecting rod-crank system and the camshaft of the traditional engine, in a single circular and mobile part: the rotor.

A second technical problem is that of allowing the pistons to stop at the PMS and the PMI for the time necessary to obtain a cycle with 6 phases instead of four.

Another technical problem is to increase the volumetric efficiency of the engine intake.

The present invention aims to save flywheel energy, by means of the ignition that occurs at TDC without ignition advance and reduce consumption thanks to the fact that the pistons remain stationary at TDC for the time necessary to complete the combustion, allowing a more complete use of the energy generated by the fuel.

The expansion stroke takes place completely from the PMS to the PMI while the discharge valve remains closed and this allows not to lose useful work.

Finally, there is a last technical problem that this invention solves, that of saving energy by splitting the discharge phase into two phases: free discharge phase (keeping the pistons at the PMI stationary for the necessary time) and forced discharge phase (during the movement of the pistons from PMI to PMS).

Solution of technical problems The motor object of the present invention (Fig. 1) differs greatly from the conventional motor described above. In fact, it contains:

â € ¢ a rotor (Figs. 5, 4 and 3), consisting of three superimposed annular discs (14, 15 and 16) and integral with each other, which can rotate around its axis. The outer discs (14 and 16) have grooves (10) on their inner surface which act as guides for the "foot" of the pistons. The points constituting the grooves have variable distances from the center of the rotor (Fig. 2). During engine operation, in the expansion phase it is the pistons that determine the rotation of the rotor, while in the other phases it is the rotor that makes the pistons move. The internal rotor disc (15) serves only to make room for the piston rod. The rotor, along the entire external circumference, is equipped with a toothing that allows it to transmit motion to the crankshaft and also to connect to other mechanical parts, such as, for example, the starter motor; moreover, on the internal perimeter there are eccentrics, similar to cams, two (8) on the disc 14 and two (7) on the disc 16 offset from each other, which serve to move the intake and exhaust valves. The rotor thus formed performs, at the same time, the functions of the flywheel, the connecting rod-crank system and the camshaft of the traditional engine. One of the peculiarities of this engine (very important) is the possibility of dimensioning the groove inside the rotor in such a way as to allow the pistons to stop at TDC and PMI for the time necessary to obtain a 6-phase cycle instead of four.

With the aforementioned rotor it is possible to realize an unlimited number of laws of the motion of the piston, studied for each application, with the possibility of obtaining several rational and separate operating phases, so as to be able to privilege the most important ones, combustion and expansion.

â € ¢ two opposing cylinders, with a single central combustion chamber, which are fixed and are located in the central part of the rotor.

â € ¢ the valves (intake (4) and exhaust (5)), which are moved by the eccentrics (# 7 and # 8 in figures 2 and 5). The eccentrics (7) positioned on the disc 16 of Figures 3, 4 and 5 move the intake valve and those (8) positioned on the disc 14 of the same figures move the exhaust valve. If necessary, by appropriately dimensioning the length of the cams, it is possible to anticipate and / or postpone the opening and closing of the valves with respect to the lower and upper dead points.

The spark plug (s) are placed in the central area of the cylinder block (in correspondence with the combustion chamber), approximately perpendicular to the plane of the drawing.

The pistons consist of a rod (12 in Fig. 3) which is fixed at one end to the piston head and at the other end is connected through a pin (13 in Fig. 3) to the grooves present in the inside the rotor. While the piston skirt slides in the cylinder, the rod slides in a bush fixed to the cylinder itself and which acts as a guide (Fig. 2).

PHASE 1 operation: (suction phase) point P (fig. 1) integral with the rotor passes, with the rotation of the rotor counterclockwise, from the starting position 0 to position I. The pistons, guided by the grooves, move away from the center (TDC) and the intake valve 4, moved by the eccentric (n. 7 fig. 2), opens the intake duct, the exhaust valve 5 (which is moved by the eccentrics 8 in fig. 2) remains closed;

The pistons [thanks to the sliding of the pins (n. 13 fig. 3) - integral with their foot - in the grooves present in the rotor] when they reach the PMI (point P in position I) stop for a few moments, although the rotor continues to turn (with point P moving from position I to position II) as the grooves in the section B-C remain equidistant from the center of the rotor and the column of fresh gases continues by inertia to flow into the cylinders. At the beginning of the next compression phase, the intake valve closes.

The volumetric suction efficiency is increased.

- PHASE 2: (compression phase) point P from position II to position III.

The pistons, again thanks to the movement of the rotor, return to the center and the intake valve 4 closes the intake duct, the exhaust valve 5 remains closed.

It is a complete race from PMI to PMS. Ignition occurs at TDC without ignition advance, saving flywheel energy. On the contrary, in a traditional engine, ignition occurs during the compression stroke (combustion with variable volume: due to the continuous movement of the pistons) giving rise to a back pressure on the piston crown, therefore to a loss of motive energy. Since the speed of combustion - that is the chemical reaction between the fuel and the air - is limited, in the traditional engine it is necessary to ignite the mixture with a certain advance compared to TDC, so that the reaction is completed within as short as possible.

- PHASE 3: constant volume combustion phase) point P from position III to position IV and section of the grooves concerned D-E.

The pistons remain stationary at TDC for the time necessary to complete combustion. This phase allows a more complete use of the energy generated by the fuel, with a consequent reduction in consumption. Both valves 4 inlet and 5 in exhaust remain closed.

- PHASE 4: full expansion phase) point P from position IV to position V.

The pistons move away from the center and both valves remain closed.

In the current state of the art (traditional engine) the active phase (expansion) is reduced to about 65% of the expansion stroke, due to the advance opening of the exhaust (which helps emptying the cylinder), with a loss of obtainable useful work. Here the expansion rush takes place completely from the PMS to the PMI.

- PHASE 5: (free discharge phase) point P from position V to position VI.

Valve 5 opens the exhaust duct, thanks to the eccentric (no. 8 in figs. 2 and 5). The pistons remain stationary at the PMI (groove section F-G) (first discharge phase, at constant volume) for the time necessary for the spontaneous evacuation of the high pressure gases.

- PHASE 6: (forced unloading phase) point P from position VI to position VII.

Pistons in the center, valve 4 remains closed, valve 5 is open.

In this phase the exhaust gas is at low pressure, so the pistons moving towards the TDC do not spend much pumping work, with an energy saving compared to the traditional engine. Once the pistons have reached TDC, the exhaust valve 5 closes.

The first cycle is finished and the engine is ready to start another cycle.

When point P moves from position VII to position VIII, a new cycle begins again. Therefore, with a half turn of the rotor, a cycle is made and with a full turn 2 cycles.

Variants Figure 6 shows a 6 â € œanseâ € rotor, with which it is possible to carry out three cycles at each revolution of the rotor itself.

Advantages This engine has several advantages compared to the traditional four-stroke engine, among which: absence of vibrations, because the cylinders are opposed and the pistons discharge the thrust of the expanding gases on the rotor; considerable reduction in the number of parts, due to the absence of the connecting rod-crank system and the camshaft; reduced weight and dimensions; less friction; better efficiency: for less friction, for less pumping work during the exhaust gas expulsion phase and for the elimination of the counter pressure due to the ignition advance; lower polluting emissions; greater reliability, due to the fewest number of moving parts; possibility of carrying out combustion at a constant volume, within a cycle with 6 phases instead of 4, with great advantages in terms of consumption and smoothness of operation; full expansion stroke.

List of figures with their explanations

â € ¢ Fig. 1: front view of the engine, showing the rotor coupled to the crankshaft and, inside the rotor, the cylinder-valve block (in section);

â € ¢ Fig. 2: front view of the motor with indicated (and numbered) the elements that compose it 1. rotor,

2. cylinder

3. piston

4. suction valve (supply)

5. drain valve

6. spring

7. eccentric (cam) that moves the supply valve

8. eccentric that moves the exhaust valve

9. pin (connecting element between the piston foot and the existing groove inside the rotor)

10. groove inside the rotor

11. crankshaft.

â € ¢ Fig. 3: section A-A of the rotor showing the three discs that compose it (14) (15) and (16), the piston rod (12), the connecting pin (13) between the piston rod and the rotor, grooves inside the rotor (10).

â € ¢ Fig. 4: front view of the three annular discs (14) (15) and (16) that make up the rotor.

â € ¢ Fig. 5: axonometric view of the partially sectioned rotor showing the parts that compose it

14. external drive

15. internal disk

16. external drive

7. eccentric on the disc 16 which moves the intake valve

8. eccentric on the disc 14 which moves the exhaust valve

10. groove on the disc 14.

â € ¢ Fig. 6: front view of a six â € œanseâ € rotor, with which it is possible to obtain three cycles at each revolution of the rotor itself.

â € ¢ Fig. 7: sectioned front view of a conventional four-stroke internal combustion engine with indicated (and numbered) the elements that compose it:

17. cylinder

18. piston

19. connecting rod

20. crank

21. crankshaft

22. supply valve

23. drain valve

24. spring

25. cams

26. camshafts

Claims (3)

CLAIMS 1) 4-stroke internal combustion engine, said engine comprising a rotor in the shape of a circular crown (1) formed by three annular discs (14, 15 and 16) superimposed and integral with each other, two pistons inside two cylinders ( 2) opposed constituting the stator (with a central combustion chamber) positioned inside the rotor, an intake valve (4) and an exhaust valve (5) positioned perpendicular to the cylinders and in correspondence with the combustion chamber, eccentrics similar to cams (7 and 8) positioned on the inner perimeter of the rotor which move the valves, grooves (10) obtained on the inner faces of the two outer discs (14 and 16) of the rotor which serve to keep the pistons coupled to the rotor, characterized from the fact that said rotor has the possibility to rotate around its own axis. 2) The 4-stroke internal combustion engine, as per claim 1, is characterized by the fact that the pistons are coupled to the rotor by means of pins (13) integral with the feet of the pistons and which slide in the grooves (10) existing at the inside the rotor. 3) The 4-stroke internal combustion engine, as per claim Ï €. 1 and 2 is characterized by the fact that the existing grooves inside the rotor have a shape that is not circular with respect to the rotor axis (i.e. the points constituting the grooves have a variable distance from the axis of the rotor), consequently, the rotation of the rotor causes the movement of the pistons and precisely during the expansion phase it is the pistons that make the rotor move while in the other phases it is the rotor that makes the pistons move. 4) The 4-stroke internal combustion engine, as per claim n. 3 is characterized by the fact that the grooves, by means of their appropriate sizing, allow to obtain more rational and separate phases: for example, six instead of the 4 of the traditional motor. 5) The 4-stroke internal combustion engine, as per claims 1, 2, 3, 4 is characterized by the fact that the external discs (14 and 16) of the rotor have eccentrics (7 and 8) on their internal perimeter, similar to cams, which allow the opening and closing of the intake and exhaust valves, when, thanks to the rotation of the rotor, they arrive at their allocation point. 6) The 4-stroke internal combustion engine, as per claims 1, 2, 3, 4 and 5 is characterized by the fact that the rotor, along the entire external circumference, is equipped with a toothing that allows it to transmit the motorcycle to the crankshaft and also to connect to other mechanical parts, such as, for example, the starter motor. 7) The 4-stroke internal combustion engine, as per claim n. 1 is characterized by the fact that, in the space delimited by the internal perimeter of the rotor, there are two opposite cylinders (fixed: which act as stator), inside which the pistons slide, with a single central combustion chamber. 8) The 4-stroke internal combustion engine, as per claim n. 1 is characterized by the fact that, in the space delimited by the internal perimeter of the rotor, there are two valves arranged with the axis perpendicular to the axis of the cylinders, in correspondence with the combustion chamber and placed approximately on the same plane containing the rotor and cylinders. 9) The 4-stroke internal combustion engine, as per claim n. 1 and 2 is characterized by the fact that the pistons consist of a head, skirt and a rod fixed at one end to the piston head and at the other end, by means of pins (9), to the internal grooves (10) of the rotor.