JPS6124527B2 - - Google Patents

Abstract

An internal combustion engine (10) comprising an engine frame (12) having a drive shaft (20) rotatably mounted therein and extending outwardly therefrom. A pair of cylinder sleeves (40, 40') are mounted on the engine frame (12) and have their inner ends positioned within the interior of the frame and their outer ends positioned outwardly thereof. A cylinder head (60, 60') is secured to the outer end of each of the sleeves and is separated thereby by means of a heat insulative gasket (70). Each of the cylinder heads (60, 60') has a dome-shaped chamber (62, 62') formed therein which is in communication with a source of combustible fuel. An air inlet conduit (94) is mounted on one end of the engine frame and is in communication with a source of air under pressure such as a blower, super-charger or the like. The air inlet conduit is in communication with an air passageway (100) formed in the engine frame (16) which is in communication with air inlet openings (52, 52') formed in the cylinder sleeves (40, 40'). The cylinder sleeves (40, 40') are provided with exhaust openings (54, 54') formed therein which communicate with an air exhaust passageway (102) formed in the engine frame (16). The exhaust passageway (102) is connected to exhaust conduit (106) or pipe extending from the engine frame (16). A piston (72, 72') is slidably mounted in each of the sleeves (40, 40') and has a dome-shaped head portion (76, 76') which is adapted to be received by the dome-shaped chamber (62, 62') in the cylinder head (60, 60') when the piston is in its top position. In the top position, the small "air space" (118) is present between the walls or sides (78, 78') of the piston head (76, 76') and the walls or sides of the sleeves (64, 64'). The "air space" (118) serves as a means for retarding the absorption of heat into the sides of the piston head (76, 76') and the sides of the cylinder sleeve (40, 40'). In the down position, the "air space" (118) also serves to spread the cooling air into a thin, wide sheet for more efficient cooling of the cylinder head (60, 60') and sleeves (40, 40'). Optional air deflecting fins (84, 86, 84', 86') may be employed on the piston head (76, 76'). The rings (82, 82') of the piston (72, 72') are conventionally lubricated and slide upon the interior wall (52, 52') of the cylinder sleeve (40, 40'). Each of the pistons (72, 72') has a roller (88, 88') mounted on the skin portion (74, 74') thereof which rolls upon a cam (32) mounted on a rotor plate (30) which is secured to the drive shaft (20) for rotation therewith. A return roller (92, 92') is also operatively mounted on the skin portion (74, 74') of the piston (72, 72') for engagement with a return cam (36) which is mounted on the drive shaft (30) for rotation therewith.

Description

Claim 1 An engine frame, a sleeve attached to the frame, a cylinder head attached to one end of the sleeve to form a combustion chamber at the end, and means for supplying fuel to the combustion chamber. and,
a piston slidable within the sleeve and movable between a compressed position proximate the cylinder head and an expanded position spaced from the one end of the sleeve, the piston having a top portion; The skirt of the piston is composed of an intermediate portion having a certain length and a skirt portion, and has a narrow annular cavity around the intermediate portion, and further includes a skirt of the piston that is in contact with an inner wall surface of the sleeve. sealing means are provided in the part, and the intermediate part extends from the skirt part towards the cylinder head by a length corresponding to the distance thereof, and is adapted to protect the sealing means. In order to cool the inner wall surface of the sleeve that comes into contact with the sealing means, and to enable cooling of the sealing means, cooling air is supplied to a thin sheet to surround and cool the intermediate portion of the piston. As a condition,
An internal combustion engine characterized in that the internal combustion engine is adapted to be introduced directly into the annular cavity described above.

2. An engine frame, a cylinder sleeve attached to the frame, a cylinder head attached to one end of the sleeve and forming a combustion chamber at the one end, and a cylinder head for supplying fuel to the combustion chamber. means, a piston slidably mounted within said sleeve and movable between a compressed position adjacent said cylinder head and an expanded position spaced from said one end of said sleeve; an internal combustion engine comprising: a drive shaft that is pivotally supported by and projects from the combustion chamber; and means for connecting the piston and the drive shaft so that the drive shaft rotates due to combustion of fuel within the combustion chamber; The piston 76 is composed of a top portion 80, a middle portion 78 having a certain length, and a skirt portion 82A, and a seat means 82 is in the skirt portion of the piston and abuts the inner wall surface 58 of the sleeve 40, The intermediate portion 78 extends a considerable length from the skirt toward the cylinder head 60 and during the initial period when the piston begins its expansion stroke toward its expanded position, the seat The intermediate portion 7 is sufficiently closed to shield the inner wall surface 58 of the sleeve which abuts the means 82 from being directly exposed to the heat associated with combustion.
8 extends above the skirt portion 82A,
said intermediate portion 78 spacing and isolating said seat means 82 from the heat associated with combustion to a significant extent; is also small, and the piston is
In both the compression and expansion positions, a narrow annular cavity 1 is formed between the intermediate portion 78 of the piston and the inner wall surface 58 of the sleeve.
18 is formed, and an intake hole 52 and an exhaust hole 54 are bored in the cylinder sleeve 40, and the intake hole 5
2 communicates with the cavity 118 between the piston and the sleeve and co-operatively communicates with a source of pressurized air; When the vacant room 1
18, exhaust gas is discharged from the empty chamber and the combustion chamber through the exhaust hole 54, thereby cooling the inner wall surface 58 that comes into contact with the sealing means 82, An internal combustion engine characterized in that, in order to cool the sealing means 82, a thin sheet of air is supplied to the empty space so as to surround and cool the intermediate portion of the piston.

3. The width of the cavity is relatively small when the piston is in its compression position, and the air flow into the sleeve 40 when the piston is in its expanded position, so as to facilitate compression of the fuel mixture. characterized in that the width of the cavity is relatively large, so as to facilitate the supply of air and bring this air into contact with the intermediate portion 78 of the piston, and to facilitate the evacuation of the gas present in the sleeve. An internal combustion engine according to claim 2.

4. A claim characterized in that the intermediate portion 78 of the piston 76 consists of side walls configured to deflect the air drawn into the cavity 118 upwardly into the interior of the sleeve 40 in a thin stream. The internal combustion engine according to range 2.

5 The exhaust hole 54 and the intake hole 52 are connected to the sleeve 40
3. The internal combustion engine according to claim 2, wherein the side portions of the internal combustion engine are located opposite to each other.

6 The intermediate portion 78 of the piston 76 is located in the empty chamber 118
so as to divert the air drawn into the sleeve 40 upwardly into the interior of the sleeve 40 as a thin stream.
3. The internal combustion engine according to claim 2, wherein the internal combustion engine comprises a tapered dome-shaped side wall.

7. The internal combustion engine according to claim 2, wherein the piston is dome-shaped.

8. The interior of the cylinder head 60 forming the combustion chamber, when the piston 76 is in its compression position,
3. The internal combustion engine according to claim 2, wherein the internal combustion engine is formed into a dome shape that substantially complements the top portion 80 of the engine.

9. The intermediate portion 78 of the piston 76 is comprised of a material having a low thermal conductivity in order to impede the flow of heat from the top 80 of the piston and isolate the sealing means 82 from the heat associated with combustion. An internal combustion engine according to claim 2 characterized by:

10 At least middle portion 78 of piston 76
10. The internal combustion engine according to claim 9, wherein the internal combustion engine is made of stainless steel.

11 Intermediate portion 78 of piston 76 and sleeve 4
0 prevents the heat associated with combustion from flowing from the top 80 of the piston to the sealing means 82, and also prevents the heat from flowing from the cylinder head 60 to the inner wall surface 58 of the sleeve against which the sealing means 82 abuts. The internal combustion engine according to claim 2, characterized in that it is made of a material with low thermal conductivity that prevents flow.

12. The internal combustion engine according to claim 11, wherein at least the intermediate portion 78 of the piston 76 and the sleeve 40 are made of stainless steel.

13. The internal combustion engine according to claim 2, wherein the sleeve 40 having the inner wall surface 58 in contact with the sealing means 82 is made of a material having low thermal conductivity.

14. The internal combustion engine according to claim 13, wherein the sleeve 40 having the inner wall surface 58 that contacts the sealing means 82 is made of stainless steel.

15. The internal combustion engine according to claim 2, which is of a compression type.

Technical Field The present invention relates to internal combustion engines, and in particular, by preventing heat transfer to the cylinder sleeve and piston, seal rings and lubricating oil can be kept at a relatively low temperature even if the cylinder chamber and the top of the piston become hot. The present invention relates to an internal combustion engine with improved means for maintaining the engine.

BACKGROUND ART Cooling of internal combustion engines is a major problem, and cooling of rotary internal combustion engines in particular is an extremely important problem. For example, in diesel engines, it is desirable to maintain the combustion chamber at extremely high temperatures to provide improved ignition and power performance. When the combustion chamber is maintained at a high enough temperature to achieve the desired ignition performance, heat is transferred to the cylinder and piston, and the lubricating oil's lubricating performance deteriorates at high temperatures, causing the piston rings to deteriorate. And it becomes very difficult to maintain lubrication of the bearing surface.

DISCLOSURE OF THE INVENTION In an internal combustion engine according to the present invention, a drive shaft is journalled in the frame of the engine and extends outwardly therefrom. A rotor plate is mounted on the drive shaft within the engine frame so as to rotate integrally with the drive shaft, and a cam is further mounted on the rotor plate. The return cam also
It is attached to the drive shaft so that it rotates integrally with it. The cylinder sleeve has a piston sliding therein. Each piston has two rollers mounted in contact with the cam and the return cam, allowing the piston to move between its high position and its low position.

A cylinder head is attached to each cylinder sleeve to define a domed combustion chamber adapted to receive the domed top of the piston when in its raised position. Also provided are means for introducing fuel into the combustion chamber.

A thermally insulating gasket is interposed between the cylinder sleeve and the cylinder head to prevent combustion heat from easily transferring from the cylinder head to the cylinder sleeve. The combustion chamber and the piston head are designed in such a way that a small cavity is formed between them, which prevents the absorption of heat into the piston head and cylinder head walls. Cooling air is supplied not only towards the cylinder sleeve, but also around the dome-shaped cylinder head for cooling. The piston ring on the sliding surface of the piston does not reach the cylinder head.

One variation of the piston head has a pair of fins projecting on opposite sides so that the cooling air passes over the top of the piston rather than around the piston head. . In yet another embodiment, the exhaust side of the piston head is cut with a contoured surface to allow better evacuation of cooling air as well as exhaust gases from the interior of the cylinder. ing.
In yet another embodiment, the central part of the piston head is of the same shape as the cylinder chamber.

The main object of the invention is to provide an internal combustion engine which operates in such a way that the combustion chamber is hotter than before, but the surfaces forming the sealing surfaces by the piston rings are maintained at a considerably lower temperature. It is about providing.

A second object of the invention is to provide an internal combustion engine in which the cylinder head and cylinder sleeve are separated by a thermally insulating gasket.

A third object of the invention is to provide an internal combustion engine with means for preventing the absorption of heat into the cylinder head, sleeve and piston.

A fourth object of the invention is to provide an internal combustion engine which utilizes a cavity formed between the cylinder head and the combustion chamber to prevent absorption of heat into a large portion of the cylinder head and into the walls of the combustion chamber. It's about doing.

A fifth object of the present invention is to utilize the air chamber between the dome-shaped piston head and the inner wall surface of the cylinder sleeve to transform the cooling air into a flat, wide film to improve cooling efficiency. The object of the present invention is to provide an improved internal combustion engine.

A sixth object of the invention is to provide an internal combustion engine in which the piston rings are significantly separated from the combustion chamber.

A seventh object of the present invention is to provide an internal combustion engine in which the combustion chamber and the sealing surface of the piston ring are separated.

The eighth object of the present invention is that it can be manufactured at low cost,
To provide an internal combustion engine that is durable and has a sophisticated appearance.

[Brief explanation of the drawing]

1 is a partial perspective view of an internal combustion engine according to the present invention, FIG. 2 is a partial vertical sectional view taken along line 2-2 in FIG. 1, and FIG. 3 is a partial longitudinal sectional view taken along line 3-3 in FIG. 4 is a partial perspective view showing the piston in a low position, FIG. 5 is an enlarged vertical sectional view taken along line 5--5 in FIG. 3, and FIG. FIG. 7 is an enlarged partial longitudinal sectional view taken along line 6--6 in FIG. 3; FIG. 8 is a side view of a cylinder sleeve according to the invention. 9 is an enlarged longitudinal sectional view taken along the line 9--9 of FIG. 8, FIG. 10 is a perspective view of a cam of an internal combustion engine according to the present invention, and FIG.
12 is a perspective view of the return cam of the internal combustion engine according to the invention, FIG. 13 is a side view of the return cam of FIG. 12, and FIG. 14 is a deformation of the piston head. A partial perspective view showing an example, FIG. 15 is a view similar to FIG. 6 when the piston shown in FIG. 14 is used, and FIG. 16 is a view similar to FIG. 7 when the piston shown in FIG. 14 is used. A similar figure, Figure 17, is
FIG. 18 is a partial perspective view of a modified example of the piston showing its expansion stroke state; FIG. 19 is a modified example of the piston. FIG. 17 is a diagram similar to FIG. 17 showing the state of the compression stroke.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An internal combustion engine according to the invention is generally designated by the reference numeral 10 in the drawings, and has end frames 14, 16 fixed thereto and extending between them. It includes a cylindrical frame 18. The reference numeral 20 designates a drive shaft journalled in the internal combustion engine, as clearly shown in FIG. One end of the drive shaft 20 is pivotally supported by a bearing 22 attached to the end frame 16. Further, the drive shaft 20 is also pivotally attached to a bearing 24 attached to a hub 26 welded to the outer surface of the end frame 14. Second
As shown, a suitable seal 28 is sealably mounted around the drive shaft 20.

The rotor 30 is fixed to the drive shaft by any suitable means so as to rotate integrally therewith. The cam 32 is fixed to the rotor 30 with a screw 35. As can be seen from FIGS. 10 and 11, the cam 32 has an annular outer shape and a cam surface 34. As shown in FIGS. A return cam 36 is mounted on the drive shaft 20 and secured by any coupling means for rotation therewith, also having a cam surface 38.

Two cylinder sleeves 40, 40' are mounted in holes 42, 42, respectively, drilled in the end frame 16, as described below.
It is fixed with bolts 44. Since these two cylinder sleeves are identical to each other, only one cylinder head sleeve 40 and its related structure will be described below, and the reference numeral with "'" refers to the other cylinder head sleeve 40'. and related parts.

As can be seen in FIG. 8, the sleeve 40 has a small diameter portion 46 forming a step 48 that is supported on a step 50 of the end frame 16. The sleeve 40 also has a number of spaced-apart air intake holes 52 formed at one end thereof, while a larger diameter air intake hole 54 is formed at the opposite side thereof. There is. The sleeve 40 is
A cylinder chamber 56 defined by a wall surface 58,
It has inside.

The cylinder head 60 is attached to the bolt 44 (sixth
The cylinder sleeve 40 is fixed to the outer end of the cylinder sleeve 40 and the end frame 16 by means of a dome-shaped combustion chamber 62.

For convenience of explanation, it is assumed that the combustion chamber 62 consists of a lower wall portion 64 and an upper wall portion 66. Reference numeral 68 designates the entire fuel injection device, and it can be seen from FIG. 15 that it communicates with the combustion chamber 62 so that fuel can be introduced into the combustion chamber 62 at appropriate timing. A thermally insulating gasket 70 is interposed between the cylinder head 60 and the cylinder sleeve 40 to prevent heat transfer from the hot cylinder head 60 to the cylinder sleeve 40.

The pistons 72, 72' are connected to the sleeves 40, 4
0'. The piston 72 has a skirt portion 74 and a dome-shaped piston head 76. For convenience of explanation,
It is assumed that the piston head 76 consists of tapered side walls 78 and a top 80. Hereinafter, for convenience of explanation, the following parts of the piston head 76 will be mentioned. Top 80. Tapered side wall 78. And lower part 82A. Tapered side walls 78 preferably have a tapered dome shape as shown. However, a cylindrical wall surface is also possible. A number of seal rings or piston rings 82 are connected to the piston 72.
The sleeve 40 is fitted into a suitable groove cut between the head 76 and the skirt portion 74, and is adapted to slidably abut against the wall surface of the sleeve 40.

The piston head 76 is connected to the combustion chamber 62.
Although somewhat smaller in size, they have complementary shapes, as shown most clearly in FIG. FIGS. 5-7 show perforated flow diverter fins 84, 86 on opposite sides of piston head 76 for purposes to be described below.

The roller 88 is suitably pivoted to the piston 72 and is adapted to roll on the cam surface 34 of the cam 32. From the roller 88, the shaft portion 90
extends, and a roller 92 is pivotally fixed to the other end. The roller 92 is adapted to roll on the cam surface 38 of the return cam 36. Thus, cam 32 biases piston 72 toward its high position, while cam 36 biases piston 72 toward its high position.
2 toward its low position.

Reference numeral 94 indicates a bolt 9 attached to the end frame 16.
6 refers to the intake pipe fixed by 6, which communicates with the intake hole 98. Intake hole 98
The sleeve 4 extends within the end frame 16 at right angles to the axial direction of the internal combustion engine 10.
It is connected to an air passage 100 that communicates with intake holes 52 and 52' at 0 and 40', respectively. The end frame 16 also extends perpendicularly to said axial direction and includes holes 54 in the sleeves 40, 40'.
It also has an air passage 102 in communication with 54'. The exhaust hole 104 communicates with the air passage 102. Reference numeral 106 indicates an exhaust pipe fixed to the end frame 16 by bolts 108.

Air is forced into holes 94 and air passageways 100 by means such as a suitable fan blower or supercharger (not shown). Exhaust hole 5
4 is preferably slightly offset from the intake hole 52 so that the exhaust hole closes before the intake hole opens and maintains supercharging pressure within the sleeve. It becomes possible. This can be achieved by locating the exhaust hole 54 at a position lower than the intake hole 52, as shown in FIG.

Reference numeral 110 refers to a copper band wrapped around each cylinder sleeve for the purpose of equalizing temperature distribution. In other words, the cylinder sleeve is at its highest temperature in the vicinity of the exhaust hole 54, but the copper band 110 uniformizes the temperature distribution by conducting the temperature around the outer circumference of the sleeve.

If desired, the copper plate 112 (not shown) may be
It can also be attached to the piston head 76 to equalize the temperature distribution between the intake side and the exhaust side in the same way. (See Figures 6 and 7.) Preferably, the piston head, cylinder sleeve and piston are made of a material with low thermal conductivity, such as stainless copper. Stainless copper is an alloy steel that is based on iron and contains nickel and chromium.In order to obtain its passive properties, the chromium content must be 12% or more.
% or less. Stainless steel is preferred because it has a much lower thermal conductivity than cast iron or the like. For example, at room temperature, cast iron typically has a
while stainless steel (AISI type 304) has a thermal conductivity of 0.036. type 304
is a commonly used material and accounts for 18% to 20%
chromium and 8% to 20% nickel. 300 series (AISI type) stainless steel is preferred over other series. Here, the American Institute of Metallurgy (American Institute of Metallurgy)
Metal Handbook (Metal) published by Society of Metals
Handbook) Volume 1, pages 408, 409, 422
Page 423, etc.

Now, FIGS. 14 to 16 show a modified example of the piston head. A cut or cut 114 is cut into one side of the piston head 78 to facilitate the flow of exhaust gases and cooling air to the exhaust holes 54. The cylinder head 60 is provided with a combustion chamber 6 to complement the cutout 114 of the piston head 78 when the piston is in its high position, as shown in FIG.
A supplementary member 116 is pasted inside 2.

During operation of the internal combustion engine according to the invention, fuel passes through the fuel injection devices 68, 68' into the combustion chamber 6.
2 and 62', respectively. Pressurized air flows through the cylinder sleeve 40, when the piston is in its lower position as shown in FIG.
40'. When the piston is in its high position, the sealing ring 82 closes the aperture 52,
54, and prevents air from flowing into and out of the cylinder.

When the piston 72 is at its high position as shown in FIG. 7, when fuel is supplied to the combustion chamber and the air-fuel mixture is compressed, the heat and pressure within the combustion chamber cause ignition of the fuel. It is done. During combustion, the insides of the cylinder head and piston head, which make up most of the combustion chamber, reach extremely high temperatures due to combustion. A cavity is formed between the head 60 and the also tapered sidewall 64 in which there is little turbulence, i.e., there is little air flow that scrapes the surface.

This vacant room is designated as 1 in its entirety in the figure.
18. When the piston is in its maximum compression position, as shown in FIG.
It is desirable that the thickness be about 1/1 mm) or less. Also,
When the piston is in its maximum expansion position as shown in FIG. 5, the cavity 118 is preferably on the order of 1/16 inch (1.6 mm).
The piston and cylinder head 60, when in the high position of FIG. 7, tend to draw heat from the air and fuel, respectively, within the cavity 118 in which combustion therein is prevented.

This chamber is so well sealed that only very little fuel is present inside it. Vacant room 11
8 is such that it is narrowest when the piston is in its upper position, so that good compression conditions are achieved inside the combustion chamber. Moreover, during the compression stroke, the narrowing of the cavity 118 means that the air inside it is less likely to become turbulent, which tends to insulate the piston and the walls of the combustion chamber from the heat associated with combustion. . When the piston is in its high position, there is generally no combustion within the cavity.
As a result, the intermediate portion 78 of the side surface of the piston 76
and the adjacent cylinder wall are shielded, insulated and protected from the high temperatures associated with combustion, to which the top 80 of the piston is exposed. This is particularly true during the first 20% of the compression stroke and serves to protect the lower piston 82A from this high temperature.

This is because the cavity 118 is sufficiently narrowed so that combustion does not take place there.

When the piston is in its lower position, as shown in FIG. 6, the cavity 118 is relatively large and serves to introduce cooling air at a high rate.

The net effect of the function of the cavity 118, as described above, is that, in conjunction with the thermally insulating gasket 70 and the low thermal conductivity materials of which the components of the engine are constructed, the lower part 82 of the piston is in contact with the piston ring 82.
A and the wall of the cylinder at the top 80 of the piston.
and cylinder head 60 at a significantly lower temperature. Thus, even if the temperature at the top 80 of the piston reaches 1000°C (538°C), the lower part 82A of the piston and the wall surface of the cylinder that the piston ring contacts will be between 250°C (121°C) and 300°C.
〓The temperature is maintained at (149℃).

The forces generated by combustion push the pistons down from the high position shown in FIG. 7 to the low position shown in FIG.
and rotate the drive shaft 20. The piston is the 6th
As shown in the figure, when it is at that low position, the scavenging air,
Inlet and exhaust holes are exposed so that the air required for cooling and supply is introduced through the intake hole 52 and supplied to the cavity forming the gap between the piston head and the cylinder wall shown in FIG. do. The air introduced into the intake vents scavenges the exhaust gases and provides further cooling air which escapes through the air gap on the opposite side of the piston head to the exhaust vents surrounding the other half of the cylinder.

The dome-shaped piston head carries cooling air,
It is made flat and wide, and is effective in closely contacting and abrading the surfaces of the cylinder and piston to which heat is transferred after some delay from the time of combustion. The fins 84, 86 may be arranged as desired and are designed to pass the introduced air over the top of the piston head, as indicated by the arrows in FIG. If there are no fins 84 and 86,
Air is forced to pass around the piston head rather than over the top of the piston head.

It is also preferable to use stainless steel with low thermal conductivity as the material for the cylinder head, cylinder sleeve, and piston, so that the heat of the piston head and cylinder head that make up the combustion chamber is difficult to transfer to the surfaces to be cooled. . In short, the combustion chamber is maintained at a high temperature, but the sealing surface of the piston ring and the sliding surface of the cylinder are maintained at a low temperature. This is accomplished by forming the cavity described above while also providing cooling air in the form of a flat and wide seal to facilitate heat removal, as also described above.

Note that the thermally insulating gasket 70 serves to prevent the extremely high temperatures of the cylinder head from transferring to the cylinder sleeve. It should also be noted that the seat belt 2 slides not on the inner wall of the cylinder head, but on the inner wall of the cylinder sleeve, which is maintained at a significantly lower temperature than the cylinder head.

The sealing surface of the sealing ring is thus maintained at a significantly lower temperature than the cylinder head, so that its temperature can be kept well within practical limits for lubrication. The structure of this internal combustion engine also allows the cylinder head to be maintained at a high temperature, resulting in improved ignition and power characteristics. copper band 110
The cylinder head may be attached as desired, and, as mentioned above, has the function of equalizing the temperature of the outer surface of the cylinder head. Similarly, a copper band on the piston head may also be installed as desired and serves to equalize the distribution of heat around the piston head.

As already mentioned, FIGS. 14 to 16 show variants of the piston head and combustion chamber. Piston head 78 has a ground surface 114 on its exhaust side as shown. The cut surface is cut in order to make the piston supply air to the exhaust hole 54 faster and more efficiently. The filling member 116 is provided simply to give the combustion chamber a complementary shape to the cut surface 114.

In a modification 72' of the piston shown in FIG. 18, the middle portion of the side wall 78A has a cylindrical shape. This piston functions generally similar to piston 72 in its ability to protect piston ring 82A from excessive combustion chamber heat.

Thus, the novel internal combustion engine according to the invention:
It can be seen that the system is equipped with a means for efficiently cooling the air. By forming a cavity between the dome-shaped piston head and the also dome-shaped cylinder head, the cylinder head and the sealing surface are separated, and a thermally insulating gasket is used to cool the internal combustion engine. We were able to further increase the efficiency of In addition, this improvement in cooling efficiency was achieved by making the flow of cooling air flat and wide in order to promote cooling of the surface exposed to the heat of combustion. be.

From the above explanation, it can be seen that the internal combustion engine according to the present invention is
At the very least, I think you can see that it achieves all of the intended objectives listed above.