KR20010020289A - Internal combustion engine - Google Patents

Abstract

The present invention relates to an internal combustion engine having an arrangement of a single piston (1) and double chambers (18, 19), wherein at least one chamber (18) is a combustion chamber. The connecting rod 3 is firmly coupled to the piston 1 and exits through the chamber 19 to be coupled to the linear and rotary motion transducers.

Description

Internal combustion engine {INTERNAL COMBUSTION ENGINE}

Throughout this specification, sentences in which the word is changed, such as "comprise", "comprises" or "comprising", etc. are used to describe the elements or entities described. (integer) or inclusion of a group or elements or integers, but it is to be understood that does not mean exclusion of any other member or integration, or group of members or integration.

According to the invention, a piston is firmly coupled to a connecting rod, the piston is fixed in a cylinder with a chamber at each end, and passes through the cylinder via an end face of at least one chamber. An internal combustion engine is provided that includes the connecting rod, the at least one chamber that becomes a combustion chamber, and the connecting rod coupled to means for converting linear motion into rotational motion.

The engine form of the present invention may substantially provide one or more pistons to be attached to each connecting rod and a chamber provided on each side of each piston. Additional chambers may be used to supercharge the engine or to provide a means for providing secondary expansion of gas.

The design for one embodiment in the engine is that combustion takes place on both sides of each piston and the piston is connected to a connecting rod that is firmly attached to the piston as opposed to a more conventional piston pin connection and crank Unlike conventional pistons that move sideways according to the movement of the crankshaft, they move in the same plane. The connecting rod is connected to a means for converting linear motion into rotational motion, which is connected to a crankshaft, an epicycloidal crank mechanism, or a second connecting rod articulated and connected to the crankshaft. (Scotch yoke) may include, but is not limited to.

The connecting rod is bushed and sealed in the cylinder head, a machined aperture, wherein the rod is combined with means for converting linear motion into rotational motion. As it moves through, a second cylinder head is set on the same side as the piston, and output is generated by the piston being transferred to an output shaft through the connecting rod, which is the conversion means, the output shaft being generally a crankshaft.

The advantage of this arrangement is that the piston can be very short because there is less side thrust on the piston and no need to provide an elongated piston skirt, and the connecting rod is capable of reducing the piston / rod combination. Providing a second guiding means and a shortening of the cylinder length, the output generation capability with respect to weight being greatly improved due to the second combustion chamber operating in the same cylinder and by the same connecting rod and the same crankshaft operation.

The problem posed by the second combustion chamber is a conventional mechanism, that is, a problem in which the piston may be overheated by being exposed to twice as much combustion heat as in the conventional manner, and a problem in which the connecting rod is directly exposed to the heat of combustion and heated. Means for actuating valves due to lubrication of the cylinder wall, problems of combustion characteristics caused by the connecting rod entering the combustion chamber, and the spread of sparks when conventional spark plugs are used. It is hard to do.

The problem of providing means for actuating the valve is minimized when an electronically controlled valve actuator is used. Such actuators and their operation may be by mechanical / hydraulic, electro-mechanical, pneumatic, electro-magnetic, piezo-ceramic or other means. It can be varied. Examples of such actuators are known from WO 97/19260, which is incorporated herein by reference and forms part of the invention. In this specification, the preferred type of engine will show the features that the intake and exhaust valves controlled by the engine management system operate separately.

The present invention relates to an internal combustion engine of the piston and cylinder type, and more particularly to an engine that can be manufactured smaller and lighter than a conventional engine. Smaller and lighter engines have been an ongoing design goal, with the advantage of using less material in the automotive industry and other industries, and the less space and lighter engine weight needed to install the engine is better than other parts of the vehicle. It means it can be lighter and cheaper.

In the schematic illustration of the present embodiment shown in the drawings, the means for converting the linear motion into the rotary motion is a Scotch yoke.

1 shows schematically a single cylinder engine with a one-cylinder and two-combustion chamber.

FIG. 2 schematically shows two methods for lubrication and / or cooling of the piston and connecting rod in FIG. 1; FIG.

FIG. 3 schematically illustrates a similarly facing variant of the engine in FIG. 1; FIG.

4 schematically shows a variant of the engine in which a secondary chamber is used to supercharge the primary cylinder in the compression stroke.

FIG. 5 shows the combustion stroke of FIG. 4. FIG.

FIG. 6 shows the exhaust stroke of FIG. 4. FIG.

FIG. 7 shows the intake stroke of FIG. 4. FIG.

8 schematically shows two cylinders having a primary chamber used as a combustion chamber and a secondary cylinder used as a turbocharger, the left primary combustion chamber being an exhaust stroke and the right combustion chamber being a compression stroke;

FIG. 9 is a view of FIG. 8 in which the left combustion chamber is in the intake stroke state and the right combustion chamber is in the combustion stroke state;

FIG. 10 is a view of FIG. 8 in which the left combustion chamber is in a compression stroke state and the right combustion chamber is in an exhaust stroke state;

11 is a view of FIG. 8 in which the left combustion chamber is in a combustion stroke state and the right combustion chamber is in an intake stroke state;

12 shows schematically an embodiment of an engine in which a double cylinder head is disposed between each cylinder head having two chambers attached to each connecting rod and used as a combustion chamber and two chambers used as a charging chamber.

FIG. 13 schematically shows the next cycle in FIG. 12. FIG.

Individual operation is not necessary, i.e. at light loads, the second cylinder, where the second cylinder means the cylinder from which the connecting rod protrudes, is disabled. This allows the cylinder to still operate to operate at higher efficiency by operating at higher pressures. Many other advantages can be obtained by the operation of individually operated valves, some of which have been mentioned above.

The problem of the possibility of overheating of the piston and connecting rod, and the lubrication problem of the cylinder wall, can be overcome by an engine oil circulation system that performs both lubrication and cooling of the piston and connecting rod. Circulation of coolants and other lubricating oils for other cooling purposes is also possible but this method is the preferred solution. There are several ways to circulate the oil. Pressurized oil is fed through a gallery in the cylinder wall to feed pressurized oil between the upper and lower piston rings, sent to a gallery in the piston, and then cranks through the connecting rod. The oil is circulated to the feature of the connecting rod close to the point of attachment to the conversion means in the crankcase so that oil is poured into the crankcase region. The method requires a piston that is long enough that the hole in the cylinder wall is not covered by the piston. In order to solve the problem of not covering the oil gallery when short pistons are used, means such as valves electrically or mechanically actuated to stop the oil supply if these holes are not covered by the pistons can be provided. have.

Another means of lubrication is to have an aperture located in the connecting rod so that no oil enters the combustion zone. The oil is conveyed by a gallery provided in a bushing area that is a hole extending in the second cylinder head so that the time to supply the pressurized oil during each stroke is maximized. The connecting rod is provided with a gallery to circulate oil through the connecting rod to the piston outer wall between the upper and lower portions and part of which is recirculated through the connecting rod or drawn out of the crankcase by an outlet located at the bottom of the connecting rod. I'm going. A third method of oil circulation is the output shaft, a means of converting pressurized oil into a rotary motion, where the output shaft is generally a crankshaft, on the connecting rod, via the piston and on the cylinder wall. And it is conveyed back to the crankcase via the connecting rod. When the scotch yoke is the converting means, the oil can be conveyed to the vertical straight slide bearing and the connecting rod by suitable galleries and features. Such circulation of oil provides both lubrication and cooling means necessary for the piston and connecting rod.

Another approach to the piston overheating problem is to maintain the combustion temperature within the acceptance limits by water injection. Any heat loss to the cylinder wall, the required cooling, is indicative of the energy lost to the atmosphere, and it would be beneficial if this heat could be converted into useful energy. Optionally, the piston may be made of a heat resistant material, such as a ceramic, that allows heat to be heated to a higher temperature than would be the case where steam is injected into the combustion chamber to extract additional energy. The overheating problem of the connecting rod is solved by the fact that the connecting rod returns to the bushing area every stroke and can be cooled by being immersed in oil or coolant by a properly sealed and filled fluid-filled gallery in this position. do. Another solution is a design that includes a rod corresponding to the connecting rod that holds the primary piston and the cylinder head as in the case of the second cylinder. Fluid can be transferred to the rod by reciprocating motion into a machined cylinder that is matched with suitable means for conveying oil and / or coolant, such as a tube, that slides within the machined aperture in the rod, to the rod. From there it is transferred to the piston and then circulated to the bottom of the rod, in which case oil falls into the crankcase.

The problem of the combustion process caused by the piston rod entering the combustion chamber can be minimized by injecting fuel into the air before the fuel enters the cylinder in the case of a spark ignition type engine. In the case of direct injection, a plurality of injectors or one injector which is injected into the cylinder several times improves the distribution of fuel. Fuel may also be injected into the features in the connecting rod by a suitable connector in the bushing area, and through the connecting rod and a conventional one-way valve or needle, fuel may be injected into the connecting rod. It may be injected into the combustion chamber from various points around. In the spraying process, a plurality of spark plugs are used, or a means for inducing ignition electrical charge is provided in which a ceramic plate or other suitable material is installed between or attached to the secondary cylinder head and the cylinder block. It is properly insulated. These blocks are provided with electrodes at various parts around the feature corresponding to the cylinder feature to provide multiple ignitions. The sealing of the connecting rod may be by conventional means similar to that used for the piston except for the ring included in the stationary bushing area rather than the moving rod.

The technique includes a second chamber used as the combustion chamber. The same chamber can be used for other purposes. For example, it can be used as a means for supercharging the engine. Provision of a suitable valve, such as a reed or one-way valve, pumps air into the inlet manifold by receiving and pressurizing air at each stroke. The supercharge effect will occur as the chamber receives the same amount of air as in the primary combustion chamber (which is less induced by the connecting rod) and induction and compression occurs twice as often as induction in the primary combustion chamber. The supercharging effect allows for easier switching from four to two cycles in the primary combustion chamber by forced scavenging the primary combustion chamber, which is a valve controlled and individually operated by the engine management system. Is possible when used in conjunction with fuel injection control by the engine management system.

The second chamber can also be used for secondary expansion of the gas. Exhaust gases generated in the primary combustion chamber by ports, such as sliding or other types of valves, are transferred to the second chamber to perform further expansion, thereby obtaining a better thermodynamic effect. The use of auxiliary valves in addition to individual valve operation and fuel injection control by the engine management system allows the use of a chamber for secondary expansion of the gas but returns to 4 or 2 cycles of fuel combustion if additional power is required. This four to two cycle conversion is technically easy when the engine is turbo or supercharged to facilitate purging in two cycle operation.

Another use of the second chamber is to further expand the gas when water is used in the primary and / or secondary chamber. Water is injected into the secondary chamber earlier or later than the injection of the primary cylinder and / or exhaust gas and is converted to steam by the heat of combustion. When a plurality of cylinders are used, the exhaust gas / vapor is injected into two secondary chambers such that the pressure in the combined area of the two piston lower surfaces becomes greater than the pressure on the primary single piston, wherein the valve and gallery Equally allows the pressure in the primary cylinder and the pressure in the two secondary cylinders such that the pressure in the two secondary chambers is less than the pressure on the primary piston in the two secondary chambers. By nearly doubling, net output is produced.

An example in which the chamber can be used as a secondary expansion chamber is the basic form of one primary chamber and one secondary chamber with intake and exhaust valves. In the primary combustion chamber, at the bottom dead center of the combustion stroke, the exhaust valve is opened and exhaust gas is transferred to the secondary chamber through the inlet of the secondary chamber. Since pressure is balanced in the primary and secondary chambers, and the connecting rod penetrates and the cross-sectional area of the lower surface of the piston is smaller, a force acting on the piston in the primary chamber is applied to the secondary chamber. It is greater than the force acting on the piston, and thus at this part of the stroke, net loss of output occurs as compared to conventional four cycle operation. In the primary cylinder the exhaust valve is closed at the top of the exhaust stroke and the plenum remains with the pressurized hot gas. The primary cylinder then proceeds with an induction stroke, the secondary chamber proceeds with an exhaust stroke and the secondary cylinder releases gas. The primary cylinder goes through a compression stroke and the secondary chamber goes through another intake stroke, but the gas in the plenum is pressurized so that the intake stroke is also an output stroke. This process returns more output than was lost in the exhaust stroke of the primary cylinder. The primary cylinder goes through an output stroke and the secondary cylinder goes through another exhaust stroke. In this method, more power is obtained from hot gases than the conventional four cycle process and the thermodynamic effect of the engine is increased. The process can be enhanced by injecting water into the primary and / or plenum and / or secondary chambers in order to obtain the advantage of converting water into steam and generating additional power by expansion of the steam.

The process described above may be slightly different in the case of multiple cylinders. An example is that the first combustion chamber of cylinder 1 is in its combustion stroke when the two cylinders are configured in series so that the combustion chamber of the second cylinder is its induction stroke. When the exhaust valve of the primary first cylinder is opened, the exhaust gas is sent to the secondary chambers of both cylinders. Similarly, when the exhaust valve of the primary secondary cylinder is opened, the exhaust gas is directed to the secondary chambers of both cylinders. The combined cross-sectional area of the pistons of the secondary cylinder is approximately twice the cross-sectional area of each of the primary pistons, and the repulsive force acting on the primary cylinder and the primary cylinder in the exhaust stroke, where the repulsive force reduces the output. Even if the gas pressure is balanced between the piston of one primary cylinder and the secondary chamber, the net effect of the entire primary and secondary cylinders is an additional generation of output. In this form, the plenum can be removed or minimized. In any case, the branch pipe acts in part as a plenum. The above example of two cylinders arranged for simplicity but practical is a matter of balance when both pistons move in unison but the principle can be substantive, for example using a pair of cylinders as in the above example. The cylinder is in serial form.

Another use of additional chambers that can be made in this form is as follows. The secondary chamber is used in the supercharging mode as described above, and water is sprayed before or after the high pressure chamber is filled with air to provide good spraying. The chamber is arranged on top of the electric field, spark or plasma, such as a spark plug or ceramic plate, or a plurality of electrodes of suitable material, such as platinum, which decomposes the sprayed water into hydrogen and oxygen. It is suitable for. A high pressure electric spark or plasma is applied to decompose the sprayed water into hydrogen and oxygen by electrolysis. This is shown in the same experiment conducted by Professor Prof. Harry Watson of the University of Melbourne, where the addition of hydrogen to the combustion process is beneficial for the process, injecting a medium such as NOS that provides oxygen. It is known that this could be a means of generating additional output. Some air if fuel is injected by the proven beneficial effects of hydrogen, additional oxygen and water to be injected into the steam under the influence of the very high combustion temperature (if not already injected into the secondary chamber during the injection process), A charge consisting of hydrogen, additional oxygen, and water in the spray state assists in generating this output. Sparks or plasma may be generated from a common electrode material, such as platinum, in the primary combustion chamber, and the ignition spark or separate spark, which is the source of the spark or plasma, may produce water in the spray / vapor state of hydrogen and oxygen. Is generated for the purpose of assisting the decomposition. Charging for the water injection and electrical discharge effect can take place in a separate chamber, branch pipe from the separate chamber to the primary combustion chamber or associated plenum, primary combustion chamber or the combination.

Another form of illustration of the use of the secondary expansion chamber is in the form of opposing four cylinders. A pair of cylinders is fitted for one piston on each bank, each cylinder is split into two separate chambers, and the bank is used for combustion purposes, effectively forming four cylinders. The second cylinder has a smaller crankshaft rotation diameter such that the second cylinder has a smaller stroke and a larger bore than the other cylinders. The second cylinder fits two cylinders per side and is divided into four chambers per side. The cylinder with the smaller stroke has two pistons and the first cylinder has one piston but is not twice as long as the first cylinder. The crankshaft is configured to move the piston in the second bank of the cylinder to the opposite side when the piston in the first bank of the cylinder moves to one side. When the piston in the first bank of the cylinder starts an exhaust stroke, the exhaust valve opens and the exhaust gas moves to the corresponding chamber of the adjacent expansion chamber or second bank, the intake valve of this chamber can be selectively and removed. . The chamber then starts an output stroke using the pressure of the exhaust gas. At this time, the primary chamber and the secondary chamber are connected so that the pressure is equalized and back pressure is generated on the first cylinder. But the bore of the second cylinder is said ?? The force acting on the second cylinder is greater because it is larger than the bore of the first cylinder. The calculation of the cylinder bore of the second bank should take into account the difference in the diameter of the crankshaft rotation and thus the rotational force imparted to the crankshaft, thereby the rotational force imparted to the crankshaft by the expansion chamber of the second cylinder. Is greater than the rotational force imparted to the crankshaft by the piston of the first cylinder during the secondary expansion stroke in the second cylinder. At the end of the expansion stroke of the second cylinder piston, a connection is made from the chamber to the other two expansion chambers in the same cylinder via a slide valve of the connector or another valve. This means that the two chambers opposite the two pistons become the expansion chamber where the expansion stroke has just been completed. The chamber is now connected to two expansion chambers of the same bore so that the expansion chamber now has a back pressure but this is overcome by the combined pressure of the other two expansion chambers which now start the third expansion stroke. By this means, more energy is obtained from the exhaust gas than it would otherwise be and is released to the atmosphere at lower temperatures and pressures. When water is injected into the combustion process and injected into the steam, the steam converted to super-heated steam expands at a very high rate, but as it is cooled to saturated steam, the expansion rate is the latest piston. Indicates a problem compared to speed. When the piston moves at low speeds, water is obtained and regenerated because the secondary and tertiary expansions allow expansion and start condensation at a rate sufficient to transfer useful energy to the piston even in saturated steam. For the sake of balance the above example can be used in the case of an opposing four-cylinder with a small diameter combustion cylinder facing the expansion cylinder on the opposite side with a larger diameter in the opposite form to the adjacent bank.

Since the hydrogen and oxygen generating systems are integrated, the generated gas is injected into the intake air through the pipe before induction. Systems using water with appropriate chemicals such as sulfuric acid have mixture electrolytic properties and acid-proof containers are prepared to allow two electrodes of suitable material, such as platinum, to be contained in the water / electrolyte mixture. When direct current electricity is applied to the electrode, hydrogen is generated at the electrode by electrolysis. The generated gas is sent through pipes to the inlet branch to mix with air. Since the amount of current supplied to the gas generator is proportional to the load of the engine by an appropriate circuit according to the command of the engine management system, the amount of gas generated is proportional to the need. Water converted to gas is supplemented by conventional means such as water entering when the water level drops. The amount of sulfuric acid does not change theoretically but needs to be checked and replenished regularly. The advantage of generating and injecting hydrogen and oxygen into the intake is not to obtain direct energy gains depending on the amount of energy required, but to split the water into their elements and to obtain the same through recombination. The advantage is that the hydrogen is known to assist in a thin mixing ratio and to allow combustion even in the presence of water which normally interferes with combustion. The presence of hydrogen also has the advantage of distributing fuel in the combustion chamber in such a way that it creates a starting average intake and a thinner average mixing ratio than in other cases. It is preferred that any water used is filtered or distilled.

Each cylinder may be formed by two or more chambers by different bulkheads / s or cylinderheads / s, with further pistons / s installed. The additional bulkhead may be used in additional combustion chambers, supercharged combustion chambers and secondary expansion chambers. An example of this form would be a conventional primary piston and cylinder arrangement for two or four cycle combustion in which the bulkhead is inserted on the other side of the piston in the cylinder, so that the bottom face of the piston and the bulkhead form a chamber, Then another chamber is formed between the piston and the bulkhead because the other side of the bulkhead is another piston, and a fourth chamber is formed between the piston and the secondary cylinder head. The two pistons are connected with the connecting rod, which is located in a sealed bushing in the bulkhead and the secondary cylinderhead. In this example, the second and third chambers are used to supercharge the primary combustion chamber and a secondary combustion chamber is formed in the fourth chamber as above. In this form, the cooling of the piston is enhanced by the air entering the second and third chambers. The second and third chambers may also be used as secondary expansion chambers or may be used as combustion chambers.

Multi-cylinder arrangements may include facing, although serial, radial, or some form presents a problem of balance. Facing 4-cylinder-like forms are less problematic in achieving balance. In the case of the opposite type, a pair of cylinders can be operated with one crankshaft rotation. With a pair of inline cylinder arrangements that collectively form four combustion chambers, the engine uses four-cylinder, four-piston, four-cylinder using two-cylinder, two-piston, two-connecting rod and two-crankshaft rotation. It produces the same output as a four-cylinder in-line engine of the same displacement requiring a connecting rod and four-crankshaft rotation. By using individually operating intake and exhaust valves, the engine described herein has infinitely variable valve timing. Shut-down of cylinders is a matter of software control, and one published data claims that Mercedes Benz's experiments resulted in 25% fuel savings from stopping the cylinders. When the engine becomes capable of switching from 4 cycles to 2 cycles for increased power, it is possible to obtain significantly more power than conventional equivalent engines. Therefore, the weight and size of the engine can be significantly smaller than the conventional engine.

Significant flexibility can also be exhibited in layout. For example, having a cylinder and piston equal to one bore size is advantageous but need not be an example. For example, the primary combustion chamber can be one bore size and the expansion chamber can be another bore size. Another example would be that the cylinders in the opposite bank face laterally in the opposing four-cylinder, which may be one bore size cylinder and another bore size cylinder. In addition, one cylinder may have one crankshaft rotational size and another different size, ie the two cylinders may have different strokes. This is for example when one cylinder is used for combustion purposes and the other cylinder is secondary if it is necessary to allow slow expansion if steam is added to the combustion gas and the steam is converted from superheated steam to saturated steam and slows expansion. This is because it can be used for the purpose of expansion. In this alternative form the engine should take into account, for example, the addition of a pair of opposing cylinders or a pair of inline cylinders for balance. Balance means such as counter-weight or counter-shaft may be used.

When water is added to the intake as described above, a water recovery apparatus may be used through secondary expansion allowing condensation and water recovery by using techniques well known in the design of steam engines.

Water can be included in the fuel by mixing with a suitable emulsifier and surfactant. Several such emulsifiers have been identified and tested, and the results have long been published. The engine can use water in the combustion process by mixing fuel / water / emulsifier. Emulsifiers that have an electrolyte or that have chemical additives that are not harmful to the combustion process or mechanical components of the engine, but which have an electrolyte or have the ability to enhance the decomposition of water into hydrogen and oxygen during electrolysis, It is advantageous for the operation of the engine if the device for providing electrolysis means is installed in several passages which pass while the engine is running.

The various chambers in the engine can be used for a variety of purposes, including proper control of the intake and exhaust valves, and control of the engine through the engine management system, as well as fuel injection systems by auxiliary valve control in any case. For example, one chamber can be used as the secondary expansion chamber, and the operation of the cylinder can be switched if additional power is required so that the chamber operates as a combustion chamber.

The cylinder may be made in one piece or section and is joined to another section of the cylinder using dowels and pins for alignment effects.

When a supercharger is used as described herein or an external turbocharger or an external supercharger is used, to assist the miller cycle by instructions directed to the valve actuator from the engine management system. Any time a sufficient boost occurs in the inlet branch, a cycle known as the Miller cycle can be used.

Embodiments of the present invention provide a design that enables effective use of intake and exhaust valves operated by electromechanical, electrohydraulic, electromagnetic or other similar actuators and controlled by electronic means of an engine management system. The basic design can be operated by conventional poppet valves, but the use of individually operated valves simplifies the mechanical arrangement, where the mechanical arrangement is complicated when multiple camshafts are required. The use of the individually operated and controlled intake and exhaust valves also allows some other advantages, including the possibility of eliminating or minimizing the use of throttles, and the early closing or expiration of the intake valves. allows control of the mixer by late closing, switching from 4 cycles to 2 cycles and other advantages.

Another embodiment of the present invention provides a design of a facility that can stop a cylinder under light load to effectively achieve various displacements. The advantage of stopping the cylinder is that the cylinder that continues to operate is more efficient because it operates at higher pressure than when all cylinders were operating. Cylinder stops can be made easily by the engine management system when individual valve actuation and control are used.

And another embodiment of the present invention provides a system in which water can be used for the intake air and converted into steam by combustion heat so that expansion of the steam is used to increase the output of the engine. The fact that the equipment of the expansion chamber becomes relatively easy with the design means that the expansion chamber can be used to impart secondary expansion for the exhaust / vapor combination.

Yet another embodiment of the present invention provides a system in which water can be decomposed into hydrogen and oxygen by electrolysis so that better combustion is achieved even at a thin mixing ratio or stratified charge.

Referring to FIG. 1, the double-sided piston 1 slides in linear and sinusoidal motion in the cylinder 2, slides through a bushing (not illustrated) in the secondary cylinder head 14 and the scotch yoke. The scotch yoke mechanism 5 here is rigidly connected to a connecting rod 3 which is connected to the crankshaft 7 by means of an eccentric 6. The primary cylinder head 4, on which the intake valve 9 and the exhaust valve 10, which are operated by an exemplified actuation mechanism, is mounted. A secondary cylinder head 14 having an intake valve 11 and an exhaust valve 12 which is operated by an actuation mechanism not illustrated is fixed. Embodiments of the present invention have a primary combustion chamber 13, a secondary combustion chamber 15, and a crankcase 8.

During operation, the piston 1 moves in its exhaust stroke towards the cylinder head 13, the gas is exhausted through an exhaust valve 10 which opens through the exhaust connector 22, and at the same time the valves 11, 12 ) Is closed, combustion occurs in the combustion chambers 15 and 19, and a force acts on one side 16 of the piston 1 while the valves 11 and 12 are closed. The piston 1 is then redirected by the action of the crankshaft and scotch yoke mechanism, the intake valve 9 is opened, and air / fuel (diesel engine or In the case of direct injection, air) is introduced, at the same time the exhaust valve 12 is opened, and the exhaust gas exits from the chamber 19 through the exhaust connector 24.

The piston 1 then starts a return stroke, the valves 9 and 10 are closed, the air / fuel (or air) in the chamber 18 is compressed, and at the same time the intake valve 11 is opened and the air Fuel or air enters the chamber 19 through the intake connector 23. The piston 1 then changes direction again and fuel is injected into the chamber 13 by not illustrated in the case of a diesel engine or direct injection, and in the case of a diesel engine the ignition is not illustrated or by compression ignition. Start, the combustion stroke begins, and pressure is applied to one side 17 of the piston 1. At the same time the valves 11, 12 are closed and air / fuel or air is compressed in the chamber 19. As the piston 1 approaches the secondary cylinder head 14, fuel is injected in the case of diesel engines or direct injection, ignition is initiated by unillustrated or compressed ignition in the case of diesel engines and the piston is directed The chamber 15 starts the combustion cycle. Then the repetition of the cycle is ready. In this embodiment, the chamber 18 is in an exhaust cycle when the chamber 19 is in a combustion cycle. When the chamber 18 is in an exhaust cycle, the chamber 19 may be in an intake cycle, and the other cycles of the chamber 19 are changed in sequence, ie compression, combustion, and exhaust followed by intake.

Referring to FIG. 2, two methods of providing lubrication and / or cooling for the piston and connecting rod are illustrated. In the first method, the pressurized oil is conveyed by the gallery 25 through the cylinder wall 2 to the part inside the wall between the rings on the piston 1. The oil is returned to the hole 27 in the connecting rod through the hole 26 in the piston 1 and back to the crankcase region.

In the second method, the pressurized oil is conveyed to the elongated connector 29, and when the hole 35 is adjacent to the connector 29, the oil is injected into the hole 35 through the one-way valve in position 31 and It is then recycled through the gallery 33 to the piston wall and through the gallery 34 to the connector 35 exiting to the crankcase area.

FIG. 3 illustrates a form in which the engines illustrated in FIG. 1 face each other in a similar manner. Reference numerals correspond to equivalent parts in FIG. 1.

4 illustrates a variant of the engine in which the secondary chamber is used as a means for supercharging the primary piston. This is the compression stroke state. Both valves 9 and 10 are closed because the piston 1 moves towards the cylinder head 4 and the air / fuel is compressed in the chamber 18. Air flows in through the intake branch pipe 39 to pass through the throttle 40, the intake connector, the unidirectional valve 37 (typically a reed valve), into the chamber 38, and the unidirectional valve 36 is closed.

Figure 5 is the same as Figure 4 but with the primary cylinder in the combustion stroke. The piston 1 is now away from the cylinder head 4 and the valves 9 and 10 are closed. Air in the chamber 38 is directed through the unidirectional valve 36 to the branch pipe / plenum 41.

Figure 6 is the same as Figure 4 but with the primary cylinder in the exhaust stroke. The piston 1 again moves towards the cylinder head 4 and the exhaust valve is opened. Air enters the chamber 38 through the one-way valve 37, the one-way valve 36 is closed, and pressurized air in the branch pipe / plenum 41 is confined.

7 is the same as FIG. 4 but with the primary cylinder in the intake stroke. The piston 1 moves away from the cylinder head 4, the air is sent from the chamber 38 to the branch pipe / plenum 41, in turn the open one-way valve 36 and the open intake valve 9 in turn. It is then sent to the primary combustion chamber 18. The secondary cylinders are each pumped in four cycles of operation to raise the pressure to the supercharge chamber 18.

FIG. 8 shows the sequence and flow for this type of engine when including a plurality of cylinders in the two-cylinder engine illustrated in FIG. 4. The combustion chamber 18 is in the exhaust stroke and the piston 1 moves toward the open exhaust valve 10. The unidirectional valve 36 opens and allows air / fuel to enter the chamber 49. The combustion chamber 47 is in the compression stroke, the piston 48 moves towards the closed valves 44 and 45, and air enters the chamber 50 through the one-way valve 37. The unidirectional valves 51 and 52 are closed.

Figure 9 is the same as Figure 8 but in the next cycle. Pistons 1 and 48 in both chambers 18 and 47 move toward unidirectional valves 36 and 37. The chamber 18 is in the intake stroke, and the pressurized air in the chambers 49 and 50 passes through the unidirectional valves 52 and 51, the branch pipes 46, and the open intake valve 9, in turn. Go inside Chamber 47 is in the combustion stroke and both valves 44 and 45 are closed.

Figure 10 is the same as Figure 9 but in the next cycle. Pistons 1 and 48 in both chambers 18 and 47 move toward valves 10 and 45. The chamber 18 is in the compression stroke and the valves 9 and 10 are closed. Air is introduced into the chambers 49 and 50 in the same manner as in FIG. 8. The chamber 47 is in the exhaust stroke and the exhaust valve 44 is open.

FIG. 11 is the same as FIG. 10 but in the next cycle. Pistons 1 and 48 in both chambers 18 and 47 move toward unidirectional valves 36 and 37. Chamber 18 is in the combustion stroke and valves 9 and 10 are closed. The chamber 47 is in the intake stroke and the intake valve 45 is opened. Air is compressed in the chambers 49 and 50 in the same manner as in FIG. 9 and goes to the chamber 47 through the unidirectional valves 51 and 52 and the branch pipe 46.

12 is a diagram illustrating an embodiment of an engine having two pistons attached to one connecting rod and having a bulkhead or a double cylinder head between the two pistons. In this particular form, the chamber further formed is shown as a supercharging chamber. The pistons 1, 48 move towards the valve 9 and the chamber 18 is in a compression stroke. The chamber 53 is in the induction stroke, and the intake valve 11 introduces pressurized air / fuel from the branch pipe 46. The chamber 50 is in the compression stroke and air / fuel enters the branch pipe 46 via the one-way valve 36. Air / fuel is led into the chamber 49 via the intake branch 39 and the unidirectional valve 51 in turn.

Figure 13 is the same as Figure 12 but in the next cycle. The pistons 1, 48 move towards the valve 11, the chamber 18 is in the combustion stroke, and the valves 9, 10 are closed. The chamber 53 is in the compression stroke and the valves 11 and 12 are closed. Air is introduced into the chamber 50 through the intake branch 39 and the open one-way valve 52. Air is compressed in the chamber 49, sent through the unidirectional valve 37, into the branch pipe 46, and pressurized therein. The next two cycles are not illustrated but in four cycles four compression strokes occur from the chambers 49 and 50 as compared to the two guide strokes occurring in the chambers 18 and 53 and are pressed in the branch pipe 46, The chambers 18 and 53 are supercharged.

Those skilled in the art can make various modifications and / or changes to the invention described in the specific embodiments without departing from the spirit of the invention and the scope of the invention as broadly described, and therefore the embodiments of the invention are illustrative only. It should be understood that it is not limiting.

Claims (27)

A piston rigidly coupled to the connecting rod, The piston is installed in a cylinder having a chamber at each end, The connecting rod passes through the cylinder through at least one end face of the chamber, At least one said chamber is a combustion chamber, The connecting rod is coupled to the means for converting linear motion into rotary motion. Internal combustion engine. The method of claim 1, An internal combustion engine wherein each combustion chamber comprises means for an intake valve and an exhaust valve function controlled by electronic means. The method of claim 1, An internal combustion engine, wherein each chamber comprises means for intake valve and exhaust valve function controlled by electronic means. The method according to claim 1 or 2, The internal combustion engine wherein the electronic means is an engine management system. The method according to claim 1 or 2, An internal combustion engine arranged with at least one pair of cylinders facing each other. The method according to claim 1 or 2, An internal combustion engine in which at least two cylinders are arranged in series. The method according to claim 1 or 2, Internal combustion engine in which at least two cylinders are arranged in the shape of a "V". The method according to claim 1 or 2, An internal combustion engine in which a plurality of cylinders are arranged in a radial form. The method according to any one of claims 1 to 8, And the piston and / or connecting rod are lubricated and / or cooled by a lubricant circulated from the cylinder to the piston and through the connecting rod in a pressurized state and recycled to the reservoir. The method according to any one of claims 1 to 8, The piston and / or connecting rod is circulated through a pressurized long aperture to a port in the connecting rod and through the rod to the piston and the piston wall and through the rod An internal combustion engine lubricated and / or cooled by a recirculating lubricant. The method according to any one of claims 1 to 8, The connecting rod going from the piston and / or connecting rod to the piston wall via a shaft that transmits the output generated by the engine to a means for converting linear movement into rotational movement and from there through the connecting rod Furnace, which is circulated in a pressurized state and lubricated and / or cooled by a lubricant which is recycled back to the reservoir via the connecting rod. The method of claim 10, The internal combustion engine where the flow of oil to the hole can be interrupted if a predetermined region of the piston does not cover the aperture in the cylinder wall. The method according to any one of claims 1 to 12, At least one chamber formed by the movement of the piston in the cylinder directs and compresses air charge or a combustible charge, and the intake connection of the exhaust branch pipe and the combustion chamber while the air supply is pressurized Internal combustion engines applied for exhaust to a bulb. The method according to any one of claims 1 to 12, At least one chamber is provided for further expansion of the gas exhausted from the combustion chamber. The method according to any one of claims 1 to 14, At least the cylinder head of each combustion chamber is made of a layer of non-conductive heat resistant material, such as a ceramic material having an aperture coinciding with the cylinder aperture, wherein the layer is bonded to or separate from the cylinder head, An electrode for discharging an electric spark or generating a plasma is installed on an electrode similar to the chamber provided by the electrical means or a material conducting the surroundings, and at least one electrical conductive means is disposed on the wall of the aperture corresponding to the cylinder aperture. Internal combustion engine included. The method of claim 15, At least one chamber is a compression chamber or expansion chamber in which the inner surface of the head of the chamber is a layer of a non-conductive heat-resistant material, the layer means for conducting electricity to the cylinder head, wherein the means generates an electrical spark or plasma. And an electrode means for applying the internal combustion engine. The method according to any one of claims 1 to 11, The bulkhead forming the cylinder head consists of a precisely machined cylindrical part installed close to the cylinder and sealed at its center to receive a ring or seal and its connecting rod on its outer periphery. And an internal combustion engine adapted to secure the cylindrical portion of the cylinder head in place. The method according to any one of claims 1 to 17, An internal combustion engine comprising at least two installed cylinders, the at least one cylinder having a different bore than at least one other cylinder. The method according to any one of claims 1 to 18, Internal combustion engine in which at least one cylinder is formed with a different bore. The method according to any one of claims 1 to 19, An internal combustion engine when output is obtained by mixing fuel, water, and an emulsifier. The method of claim 20, And the fuel comprises an additive which has an electrolyte or a chemical property which decomposes water into hydrogen and oxygen during electrolysis. The method according to any one of claims 1 to 21, An internal combustion engine to which at least one chamber is adapted for use as a combustion chamber or as an expansion chamber or as a compression chamber. The method of claim 2, And the means for valve function is selected from among poppet valves, slide valves, rotary valves and reed valves. The method according to any one of claims 1 to 23, The internal combustion engine to which the engine is adapted to switch from four to two cycles of operation or from two to four cycles of operation by a command change from an engine management system. The method according to any one of claims 1 to 24, An internal combustion engine adapted to operate as a Miller Cycle engine under the control of an engine management system. The method according to any one of claims 1 to 25, An internal combustion engine comprising two combustion chambers, wherein at least one combustion chamber is adapted to be stopped by a change in command sent from an engine management system to the means of the valve function and to the means for supplying fuel to the combustion chamber. The method according to any one of claims 1 to 26, Internal combustion engine comprising connecting rods disposed on both sides of all pistons.