JP6247440B2 - Internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine including a piston that reciprocates in a cylinder.

  In general, in an internal combustion engine employed in a vehicle such as a truck, a connecting rod is connected to a piston that reciprocates in a cylinder, and a crank mechanism is connected to the connecting rod to obtain a rotational output.

JP 2001-207854 A

  By the way, in recent years, since a great reduction in fuel consumption has been demanded, various techniques have been proposed to increase the combustion efficiency of an internal combustion engine (see, for example, Patent Document 1). One means for reducing fuel consumption is to improve the isovolume in an internal combustion engine.

  However, since there is a limit to improving the isovolume in the conventional internal combustion engine, there is still room for improvement from the viewpoint of improving the isovolume.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine that can improve the isovolume and contribute to the reduction of fuel consumption.

  An internal combustion engine according to the present invention is an internal combustion engine including a combustion piston that reciprocates in a cylinder, the first connecting rod connected to the combustion piston, the lubricating piston connected to the first connecting rod, and the lubricating piston in the cylinder And a second connecting rod connected to the lubricating piston, and a crank mechanism connected to the second connecting rod and disposed closer to the cylinder than the lubricating piston.

  According to the internal combustion engine of the present invention, the combustion piston and the lubrication piston are connected via the first connecting rod, and the lubrication piston is held by the lubrication portion so as to be reciprocally movable in the axial direction of the cylinder. When the piston reciprocates within the cylinder, the lubricating piston reciprocates in the cylinder axial direction. At this time, when the lubrication piston is at the bottom dead center, the combustion piston is in a positional relationship at the top dead center, and the lubrication piston and the combustion piston move at the same speed. Further, since the lubrication piston and the crank mechanism are coupled via the second connecting rod, the crank mechanism rotates as the lubrication piston reciprocates. For this reason, the movement speed of the combustion piston when the combustion piston moves from the top dead center to the bottom dead center is equal to the movement speed of the combustion piston when the combustion piston moves from the bottom dead center to the top dead center. It is about half slower. Thereby, the equal volume in the expansion stroke is improved, the combustion efficiency is improved, and the fuel efficiency is improved.

  Further, in the conventional internal combustion engine in which the crank mechanism is connected to the first connecting rod, the friction loss received by the combustion piston is received by the lubricating piston. However, since the lubricating piston does not become high temperature with combustion, a friction reducing member such as a ball bearing can be disposed between the lubricating portion and the lubricating piston. Thereby, the friction loss of the whole internal combustion engine can be significantly reduced.

  In addition, since the lubricating piston functions as a counterweight, the combustion piston can be reciprocated smoothly and stably without providing a counterweight in the crank mechanism.

  Further, the rotation shaft of the crank mechanism can be arranged at a position away from the axis of the cylinder.

  By disposing the crank mechanism in this way, it is possible to prevent the crank mechanism and the first connecting rod from interfering with each other.

  Further, a ball bearing disposed between the lubrication part and the lubrication piston can be further provided.

  Thus, by disposing the ball bearing between the lubrication part and the lubrication piston, it is possible to significantly reduce the friction loss when the lubrication piston reciprocates.

  In addition, the lubrication part has a lubrication cylinder that holds the lubrication piston so as to be able to reciprocate and forms a space on the opposite side of the lubrication piston from the combustion piston, and injects fresh air into the lubrication cylinder. A port, an exhaust inflow port through which exhaust gas flows into the space, and an air mixture outflow port through which a mixture of fresh air flowing in from the fresh air inflow port and exhaust gas flowing in from the exhaust inflow port flows out of the space is formed. And a valve that opens and closes the fresh air inlet port, the exhaust inlet port, and the mixture outlet port, and a valve opening / closing controller that controls opening and closing of the valve.

  By comprising in this way, a lubrication part can be functioned as an EGR pump and a supercharger. That is, in the expansion stroke and the intake stroke of the combustion piston, the valves of the fresh air inflow port and the exhaust air inflow port are opened, and fresh air and exhaust gas are caused to flow into the space of the lubricating cylinder. On the other hand, in the exhaust stroke and the compression stroke of the combustion piston, the air-fuel mixture outflow port is opened with a slight delay, and the air-fuel mixture flows out from the space of the lubrication cylinder. As a result, exhaust gas can flow through the EGR and the compressed air-fuel mixture can be fed into the intake port of the cylinder.

  Moreover, the linear generator provided in a lubrication part and generating electric power by reciprocating movement of a lubrication piston can be further provided.

  With this configuration, when the internal combustion engine is driven, the linear generator generates power. Therefore, the generated electricity can be stored in a battery and used for a hybrid system or the like.

  According to the present invention, it is possible to improve the isovolume and contribute to fuel consumption reduction.

It is the schematic sectional drawing which looked at the internal combustion engine concerning a 1st embodiment from the front. It is the schematic sectional drawing which looked at the internal combustion engine concerning a 1st embodiment from the side. It is the graph which showed the relationship between a crank angle and the speed of a combustion piston. It is the schematic sectional drawing which looked at the internal combustion engine which concerns on 2nd Embodiment from the front. It is the schematic which showed the port structural example of the lubrication cylinder. It is the schematic sectional drawing which showed the state of each stroke of an internal combustion engine. It is the schematic sectional drawing which looked at the internal combustion engine which concerns on 3rd Embodiment from the front. It is the schematic sectional drawing which looked at the internal combustion engine concerning a 4th embodiment from the front.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

[First Embodiment]
FIG. 1 is a schematic cross-sectional view of the internal combustion engine according to the first embodiment as viewed from the front. FIG. 2 is a schematic cross-sectional view of the internal combustion engine according to the first embodiment as viewed from the side. As shown in FIGS. 1 and 2, the internal combustion engine 1 according to this embodiment includes a cylinder 2, a combustion piston 3, a first connecting rod 4, a lubricating piston 5, a lubricating portion 6, and a second connecting rod 7. The crank mechanism 8 is provided. The cylinder 2 is formed with an intake port 12 and an exhaust port 13. An intake valve 14 that opens and closes the intake port 12 and an exhaust valve 15 that opens and closes the exhaust port 13 are provided. The internal combustion engine 1 is composed of one cylinder or a plurality of cylinders, and each cylinder has the above-described configuration.

  The cylinder 2 is formed in a substantially cylindrical shape, and has an intake port (not shown) for letting fuel flow into the combustion chamber (not shown) and an exhaust port for letting exhaust gas flow out of the combustion chamber. (Not shown) is formed.

  The combustion piston 3 can reciprocate in the cylinder 2 in the axial direction of the cylinder 2, and reciprocates in the cylinder 2 by burning fuel in the combustion chamber of the cylinder 2.

  The first connecting rod 4 is formed in a straight line and is connected to the combustion piston 3 and the lubrication piston 5. The connection of the first connecting rod 4 to the combustion piston 3 can be performed, for example, by attaching a piston pin 9 penetrating one end of the first connecting rod 4 to the combustion piston 3. Moreover, the connection of the 1st connecting rod 4 with respect to the lubricating piston 5 can be performed by attaching to the lubricating piston 5 the piston pin 10 penetrated to the other end part of the 1st connecting rod 4, for example.

  The lubricating piston 5 is connected to the other end portion of the first connecting rod 4 and is held by the lubricating portion 6 so as to be able to reciprocate. The lubricating piston 5 may have any configuration and shape as long as it can reciprocate with respect to the lubricating portion 6.

  The lubrication unit 6 holds the lubrication piston 5 so as to be capable of reciprocating in the axial direction of the cylinder 2. For this reason, the reciprocating direction of the combustion piston 3 and the reciprocating direction of the lubricating piston 5 are the same straight line. The holding of the lubricating piston 5 with respect to the lubricating portion 6 is not particularly limited, but it is preferable to hold the lubricating piston 5 via a friction reducing member constituted by a bearing mechanism such as a ball bearing. In this case, the friction reducing member may be disposed between the lubricating portion 6 and the lubricating piston 5. For example, the friction reducing member may be provided integrally with the lubricating portion 6 or may be provided integrally with the lubricating piston 5. Alternatively, the lubrication part 6 and the lubrication piston 5 may be provided separately.

  The second connecting rod 7 is formed in a curved rod shape, and has one end connected to the lubricating piston 5. The second connecting rod 7 extends from the lubricating piston 5 toward the cylinder 2 and has the other end connected to the crank mechanism 8. The second connecting rod 7 is connected to the lubricating piston 5 by, for example, passing the piston pin 10 attached to the lubricating piston 5 and penetrating the first connecting rod 4 also through one end of the second connecting rod 7. It can be carried out. In this case, the 2nd connecting rod 7 can be made into 2 structure so that the 1st connecting rod 4 may be pinched | interposed.

  The crank mechanism 8 is a mechanism that converts the reciprocating motion of the combustion piston 3 into a rotational motion, and includes a known crankshaft 11 to which the second connecting rod 7 is coupled. The crank mechanism 8 is disposed closer to the cylinder 2 than the lubricating piston 5. The rotation shaft of the crank mechanism 8 is disposed at a position away from the axis of the cylinder 2 so that the crank mechanism 8 does not interfere with the first connecting rod 4, and more preferably, the entire movable range of the crank mechanism 8 is The cylinder 2 is disposed away from the axis. The connection of the second connecting rod 7 to the crankshaft 11 can be performed, for example, by passing the crankshaft 11 through the other end of the second connecting rod 7. Note that a mechanism such as a flywheel is directly or indirectly connected to the crank mechanism 8 in order to make the angular speed of the rotating crank mechanism 8 constant.

  Next, the operation of the internal combustion engine 1 will be described.

  First, when the fuel supplied into the cylinder 2 burns and the combustion piston 3 reciprocates in the cylinder 2, this reciprocation is transmitted from the combustion piston 3 to the lubricating piston 5 via the first connecting rod 4. At this time, since the lubricating piston 5 is held by the lubricating portion 6 so as to be reciprocally movable in the axial direction of the cylinder 2, the lubricating piston 5 is reciprocated in the axial direction of the cylinder 2 in the same manner as the combustion piston 3.

  When the lubrication piston 5 reciprocates, the reciprocation is transmitted from the lubrication piston 5 to the crank mechanism 8 via the second connecting rod 7, and the crank mechanism 8 rotates. For this reason, when the combustion piston 3 is near top dead center, the speed of the combustion piston 3 is about half of the speed of the combustion piston in the conventional internal combustion engine.

  Here, the relationship between the crank mechanism and the combustion piston will be described in detail with reference to FIG. FIG. 3 is a graph showing the relationship between the crank angle and the speed of the combustion piston. In FIG. 3, the crank angle of the crank mechanism 8 when the combustion piston 3 is at the top dead center is −180 degrees.

As shown in FIG. 3, the combustion piston of a conventional general internal combustion engine has a top dead center when the crank angle is 0 degrees and a bottom dead center when the crank angle is 180 degrees. The section from 0 degrees to 180 degrees is the expansion stroke. On the other hand, the combustion piston 3 of the internal combustion engine 1 according to the present embodiment has a top dead center when the crank angle is −180 degrees and a bottom dead center when the crank angle is 0 degrees. The interval from 0 degree to 0 degree is the expansion stroke. Here, in the conventional general internal combustion engine, the moving speed of the combustion piston when the combustion piston moves from the top dead center (crank angle is 0 degree) to the bottom dead center (crank angle is 180 degrees) is expressed as v. _{In the} internal combustion engine 1 according to the present embodiment, the combustion piston 3 moves when the combustion piston 3 moves from the top dead center (crank angle is −180 degrees) to the bottom dead center (crank angle is 0 degrees). the moving speed and _{v 1.} Then, the moving speed v ₁ becomes slower to about half of the moving speed v ₂ (v ₁ ≈1 / 2v ₂ ). In particular, the moving speed v ₁ of the combustion piston 3 when the crank angle is advanced by 30 degrees from when the combustion piston 3 is at the top dead center (crank angle is −180 degrees) there becomes about half of the moving speed v ₂ of the combustion piston 3 when advanced crank angle of 30 degrees from the time at the 0 degree).

  Thereby, since the isovolumetric capacity in the expansion stroke is improved, the combustion efficiency is improved and the fuel efficiency is improved.

  Further, since the friction loss received by the combustion piston 3 is received by the lubricating piston 5 that reciprocates in the axial direction of the cylinder 2 in the same manner as the combustion piston 3, the friction loss of the entire internal combustion engine 1 can be reduced. In addition, since the lubricating piston 5 is separated from the cylinder 2 and is less affected by heating due to fuel combustion, a friction reducing member such as a bearing can be disposed between the lubricating portion 6 and the lubricating piston 5. Thereby, the friction loss of the whole internal combustion engine 1 can be reduced significantly.

  Further, since the lubricating piston 5 functions as a counterweight, the combustion piston 3 can be reciprocated smoothly and stably.

  Further, since the rotation shaft of the crank mechanism 8 or the entire movable range of the crank mechanism 8 is away from the axis of the cylinder 2, it is possible to prevent the crank mechanism 8 and the first connecting rod 4 from interfering with each other.

[Second Embodiment]
Next, a second embodiment of the present invention will be described.

  The internal combustion engine according to the second embodiment is basically the same as the internal combustion engine according to the first embodiment, but the first embodiment is the point that the lubrication part also functions as an EGR pump and a supercharger. It differs from the internal combustion engine which concerns on. For this reason, in the following description, the description of the matter similar to the internal combustion engine which concerns on 1st Embodiment is abbreviate | omitted, and only the matter which is different from the internal combustion engine which concerns on 1st Embodiment is demonstrated.

  FIG. 4 is a schematic cross-sectional view of the internal combustion engine according to the second embodiment as viewed from the front. As shown in FIG. 4, the internal combustion engine 21 according to this embodiment includes a cylinder 2, a combustion piston 3, a first connecting rod 4, a lubricating piston 5, a lubricating portion 22, a second connecting rod 7, and a crank mechanism. 8 and. The cylinder 2 is formed with an intake port 12 and an exhaust port 13, and an intake valve 14 that opens and closes the intake port 12 and an exhaust valve 15 that opens and closes the exhaust port 13 are provided.

  The lubrication part 22 includes a lubrication cylinder 23 that holds the lubrication piston 5 so as to be able to reciprocate and forms a space A on the opposite side of the lubrication piston 5 from the combustion piston 3.

  A plurality of ports 24 communicating with the space A are formed in the lubrication cylinder 23, and a plurality of opening / closing valves 25 for opening and closing each port 24 are provided. The lubricating piston 5 is fitted with a piston ring that seals exhaust gas and air-fuel mixture in the lubricating cylinder 23.

  FIG. 5 is a schematic view showing a port configuration example of the lubrication cylinder. As shown in FIG. 5, the port 24 formed in the lubrication cylinder 23 communicates with a fresh air inflow port 24 a that introduces fresh air into the space A and an EGR (not shown) branched from the exhaust port 13. An exhaust gas inflow port 24b that allows exhaust gas to flow into the space A and a mixture of fresh air that has flowed in from the fresh air inflow port 24a and exhaust gas that has flowed in from the exhaust air inflow port 24b are communicated from the space A. And an air-fuel mixture outflow port 24c for outflow. In addition, the number of formation of the fresh air inflow port 24a, the exhaust inflow port 24b, and the mixture outflow port 24c can be appropriately changed without any particular limitation.

  The internal combustion engine 1 is provided with a valve opening / closing control unit 26 that controls opening / closing of the intake valve 14 and the exhaust valve 15 and controls opening / closing of the respective opening / closing valves 25. The valve opening / closing control unit 26 can be provided, for example, in the ECU of the vehicle.

  Next, the operation of the internal combustion engine 21 will be described with reference to FIG. FIG. 6 is a schematic cross-sectional view showing the state of each stroke of the internal combustion engine. 6 (a) shows the expansion stroke, FIG. 6 (b) shows the exhaust stroke, FIG. 6 (a) shows the intake stroke, and FIG. 6 (d) shows the intake stroke. , Showing the compression stroke.

  As shown in FIG. 6A, the space A is narrowed by the lubricating piston 5 in the expansion stroke in which the fuel is burned and the combustion chamber in the cylinder 2 expands. In the expansion stroke, the intake port 12 and the exhaust port 13 are closed. Therefore, by the opening / closing control of the opening / closing valve 25, the fresh air inflow port 24a and the exhaust inflow port 24b are closed, and the mixture outflow port 24c is opened. At this time, by delaying the opening timing of the mixture outlet port 24c, the mixture in the space A is discharged from the mixture outlet port 24c in a compressed state. Thereby, exhaust gas flows into EGR. Then, the compressed air-fuel mixture discharged from the air-fuel mixture outflow port 24c is stored in a surge tank.

  As shown in FIG. 6B, the space A is expanded by the lubricating piston 5 in the exhaust stroke in which the exhaust gas burned in the combustion chamber is discarded. In the exhaust stroke, the intake port 12 is closed and the exhaust port 13 is opened. Therefore, the mixture outflow port 24c is closed and the fresh air inflow port 24a and the exhaust inflow port 24b are opened by opening / closing control of the on / off valve 25. As a result, fresh air is supplied to the space A, and exhaust gas is supplied to the space A via the EGR.

  As shown in FIG. 6C, the space A is narrowed by the lubricating piston 5 in the intake stroke in which the mixed gas is sucked into the combustion chamber. In the intake stroke, the intake port 12 is opened and the exhaust port 13 is closed. Therefore, by the opening / closing control of the opening / closing valve 25, the fresh air inflow port 24a and the exhaust inflow port 24b are closed, and the mixture outflow port 24c is opened. At this time, by delaying the opening timing of the mixture outlet port 24c, the mixture in the space A is discharged from the mixture outlet port 24c in a compressed state. Thereby, exhaust gas flows into EGR. Then, the compressed air-fuel mixture discharged from the air-fuel mixture outlet port 24 c and the compressed air-fuel mixture stored in the surge tank are sent to the intake port 12 of the cylinder 2.

  As shown in FIG. 6 (d), the space A is expanded by the lubricating piston 5 in the compression stroke in which the air-fuel mixture supplied to the combustion chamber is compressed. In the compression stroke, the intake port 12 and the exhaust port 13 are closed. Therefore, the mixture outflow port 24c is closed and the fresh air inflow port 24a and the exhaust inflow port 24b are opened by opening / closing control of the on / off valve 25. As a result, fresh air is supplied to the space A, and exhaust gas is supplied to the space A via the EGR.

  With this configuration, exhaust gas can flow through the EGR by burning the fuel and reciprocating the combustion piston 3, and the compressed air-fuel mixture can be fed into the intake port 12 of the cylinder 2. it can. For this reason, the lubrication part 22 can be functioned also as an EGR pump and a supercharger.

[Third Embodiment]
Next, a third embodiment of the present invention will be described.

  The internal combustion engine according to the third embodiment is basically the same as the internal combustion engine according to the first embodiment, except that a linear generator is provided in the lubrication part and applied to the hybrid system. It differs from the internal combustion engine which concerns on a form. For this reason, in the following description, the description of the matter similar to the internal combustion engine which concerns on 1st Embodiment is abbreviate | omitted, and only the matter which is different from the internal combustion engine which concerns on 1st Embodiment is demonstrated.

  FIG. 7 is a schematic cross-sectional view of the internal combustion engine according to the third embodiment as viewed from the front. As shown in FIG. 7, the internal combustion engine 31 according to this embodiment includes a cylinder 2, a combustion piston 3, a first connecting rod 4, a lubricating piston 5, a lubricating portion 6, a second connecting rod 7, and a crank mechanism. 8, a linear generator 32, a battery 33, and a hybrid motor 34.

  The linear generator 32 is a generator that converts vibration energy into electric energy. The linear generator 32 is obtained by winding a coil around the lubricating portion 6 with the lubricating piston 5 as a mandrel. For this reason, when the lubricating piston 5 reciprocates, an electric current is generated in the coil wound around the lubricating portion 6.

  The battery 33 is a power storage device that accumulates electricity generated by the linear generator 32.

  The hybrid motor 34 is a motor that rotates an output shaft by electricity stored in the battery 33. A vehicle tire is directly or indirectly connected to the output shaft of the hybrid motor 34.

  With this configuration, when the internal combustion engine 31 is driven, the linear generator 32 generates electric power. Therefore, the generated electricity is stored in the battery 33, so that the hybrid motor 34 can be used as a drive source. can do.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described.

  The internal combustion engine according to the fourth embodiment is a combination of the internal combustion engine according to the second embodiment and the internal combustion engine according to the third embodiment. For this reason, in the following description, the description of the matter similar to the internal combustion engine which concerns on 2nd and 3rd embodiment is abbreviate | omitted, and only the matter which is different from the internal combustion engine which concerns on 2nd and 3rd embodiment is demonstrated.

  FIG. 8 is a schematic cross-sectional view of the internal combustion engine according to the fourth embodiment as viewed from the front. As shown in FIG. 8, the internal combustion engine 41 according to this embodiment includes a cylinder 2, a combustion piston 3, a first connecting rod 4, a lubricating piston 5, a lubricating portion 22, a second connecting rod 7, and a crank mechanism. 8, a linear generator 32, a battery 33, and a hybrid motor 34.

  As in the second embodiment, the cylinder 2 has an intake port 12 and an exhaust port 13, and an intake valve 14 that opens and closes the intake port 12 and an exhaust valve 15 that opens and closes the exhaust port 13. Is provided. A plurality of ports 24 communicating with the space A are formed in the lubrication cylinder 23 of the lubrication unit 22, and a plurality of on-off valves 25 that open and close each port 24 are provided.

  Similar to the third embodiment, the linear generator 32 is obtained by winding a coil around the lubricating portion 22 with the lubricating piston 5 as a mandrel.

  By comprising in this way, while being able to function a lubrication part as an EGR pump and a supercharger, it can generate electric power with a linear generator by driving an internal combustion engine.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, the second connecting rod is described as being formed in a curved rod shape, but the second connecting rod can have various shapes as long as the function of the present invention is achieved. Further, the crank mechanism may be arranged at any position as long as it is arranged on the cylinder side with respect to the lubricating piston.

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Cylinder, 3 ... Combustion piston, 4 ... 1st connecting rod, 5 ... Lubrication piston, 6 ... Lubrication part, 7 ... Second connecting rod, 8 ... Crank mechanism, 9 ... Piston pin, 10 ... Piston pin 11 ... Crankshaft, 12 ... Intake port, 13 ... Exhaust port, 14 ... Intake valve, 15 ... Exhaust valve, 21 ... Internal combustion engine, 22 ... Lubrication part, 23 ... Lubrication cylinder, 24 ... Port, 24a ... New air inflow Port 24b Exhaust inflow port 24c Mixture outflow port 24c Mixture outflow port 25 Open / close valve 26 Valve open / close control unit 31 Internal combustion engine 32 Linear generator 33 Battery 34 ... hybrid motor, 41 ... internal combustion engine, A ... space.

Claims (5)

An internal combustion engine comprising a combustion piston that reciprocates in a cylinder,
A first connecting rod connected to the combustion piston;
A lubricating piston coupled to the first connecting rod;
A lubrication part for holding the lubrication piston in a reciprocating manner in the axial direction of the cylinder;
A second connecting rod connected to the lubricating piston;
A crank mechanism connected to the second connecting rod and disposed closer to the cylinder than the lubricating piston;
With
The rotating shaft of the crank mechanism is disposed at a position away from the axis of the cylinder ;
The crank mechanism is located between the combustion piston and the lubrication piston in the reciprocating direction of the combustion piston.
Internal combustion engine. A ball bearing disposed between the lubrication part and the lubrication piston;
The internal combustion engine according to claim 1. The lubrication unit includes a lubrication cylinder that holds the lubrication piston so as to be capable of reciprocating and forms a space on the opposite side of the lubrication piston from the combustion piston, and fresh air flows into the lubrication cylinder. A fresh air inflow port to be discharged, an exhaust inflow port for allowing exhaust gas to flow into the space, and a mixture of fresh air that has flowed in from the new air inflow port and exhaust gas that has flowed in from the exhaust inflow port is caused to flow out of the space. An air-fuel mixture outlet port is formed,
Valves for opening and closing the fresh air inflow port, the exhaust inflow port and the mixture outflow port, respectively;
A valve opening / closing control unit for controlling opening / closing of the valve;
The internal combustion engine according to claim 1 or 2. A linear generator that is provided in the lubricating portion and generates electric power by reciprocating movement of the lubricating piston;
The internal combustion engine according to any one of claims 1 to 3. The lubricating piston is remote from the cylinder;
The internal combustion engine according to any one of claims 1 to 4 .

Images