LT3391B - Internal combustion engine - Google Patents

Abstract

The internal-combustion engine consists of one or more pairs of the first and second cylinders (3, 15). The first cylinder (3) has a bigger size of a tank than cylinder (15), and respectively, the first and the second pistons (2, 11), move in cylinders with an alternating motion. The second piston (11) has a moving rod (13) and divides the second cylinder (15) into the first tankage (28a), including the moving rod of the second cylinder, and the second tankage (28b) between two pistons. There are air inlet (4) and outlet (51) pipes fitted to the first cylinder (3). The general combustion chamber (1) is structured between the pistons (2, 11), where the pistons are basically in the inner dead-point position, the combustion chamber includes the second tankage. The intermediums (17, 29, 35) enable the gas to flow between the first tankage (28a) and the combustion chamber (1), when the pressure action is ending, regardless of the intermediums (29), stopping the fuel/air movement from the first tankage to the second, when the pressure action of the second piston (11) is ending. The fuel nozzle (20) feeds the fuel into the first tankage and into the second during induction. The engine also has motion implements for the operation of the second piston (11). The motion implements also include implements to keep the second piston basically at its inner dead-point position at least a part of the expansion effect of the first piston (2).

Description

The present invention relates to the field of internal combustion engines.

A Zeiger engine is an engine in which the fuel does not mix with the amount of air induced at the end of the engine's pressure stroke before ignition occurs. Various internal combustion engines which are classified as zeiger engines are known, for example, from GB-A-2155546, GB-A-2186913, GB-A-2218153, GB-A-2246394 and

GB-A-2261028. These engines are known in the literature as Merit engines.

The diesel engine is also a zeiger engine, in which a spark ignition gasoline engine (SIGE) compresses a pre-mixed fuel-air mixture.

An important characteristic of zeiger engines, such as diesel and Merito engines, is the separation of fuel from the air up to the moment of ignition and the rapid introduction of fuel into the combustion chamber at the end of the compression stroke.

Merito engines use what is referred to as the Merito Combustion Control System (MCC), which follows a sequence of processes designed to accelerate combustion in motors with reciprocating motion. In this case, it is similar to other typical combustion control systems such as diesel, Otto or SIGE. The MCC can be controlled by a number of devices which are described in a number of the aforementioned patents. The MCC is characterized in that the fuel supplied to the second smaller cylinder of the engine with the lower air piston is at least partially separated and the fuel is sucked into the smaller cylinder during the induction and / or compression strokes of the larger piston. Fuel residues are insulated from the air to the entry of the layers at the end of the compression stroke of both pistons. This arrangement allows the fuel to evaporate into the air for a long time before ignition, as opposed to a diesel zeiger engine, where liquid fuel is first injected into the air prior to ignition. In MCC systems, the smaller cylinder is used as an evaporation cylinder and the smaller piston is used as a fuel transfer piston. Thus, the smaller cylinder can be used as a fuel control cylinder. The larger cylinder receives air continuously and without fuel, while the larger piston is used to compress the air.

The following terms have the following meanings:

Fuel Factor - F

The ratio of the amount of fuel actually supplied to the engine to the amount of fuel needed to use all the oxygen present in the air filling the combined volumes of both the larger and the smaller cylinders when the air inlet duct is clogged.

The weather

This refers to any suitable blend of oxygen with other generally inert gases, including substantially pure oxygen for combustion with gaseous or liquid (eg, evaporative liquid) fuels. May include recirculating exhaust gas, eccentric gas, and small proportion hydrocarbon materials contained in recirculating internal combustion engine gas.

SIGE

Ordinary spark ignition petrol engine.

STCI (Spark Ignition Under Pressure)

Ignition of partially evaporated fuel mixed with air under pressure caused by a spark.

External Death Point Position

The piston position that occurs when the piston changes direction of movement from a maximum volume opening inside the cylinder.

Internal position of death point

The piston position that occurs when the piston changes the direction of movement from the opening of the smallest volume inside the cylinder.

Resting stroke

The period of the engine cycle during which the smaller piston remains unmoved.

BMEP

Effective stopper for larger piston. This term, when used in conjunction with the prior art, has the following meanings:

Inlet

Characteristics of the movement of the fuel / air mixture from the second cylinder to the combustion space due to the smaller piston, Merito engines.

Separation

Limitation of fuel supply to the smaller cylinder before the start of movement.

Description of the prior art

Diesel engine

Fuel injection in a diesel engine facilitates the mixing of fuel and air - There are three well-known types, illustrated below:

1. A direct injection diesel engine (known as DI) shown in FIG.

2. The indirect injection diesel engine (known as IDI) shown in Fig.2.

3. An internal injection or piston diesel engine (known as an INI) shown in Fig.3. The direct injection engine shown in Fig. 1 has an open combustion chamber 1 formed by the upper part of the piston 2. Air enters the cylinder 3 through the inlet pipe 4 and the inlet valve 5 as a result of vortex movement. The fuel injector 6 injects several jets of liquid air into the combustion chamber where the rotating air mixes with the fuel before and during the combustion process.

The IDI diesel engine shown in Fig. 2 has a separate semi-enclosed combustion chamber 1 which interacts with a cylinder 3 through a slit 7. The slit causes the air entering the combustion chamber to rotate during the compression stroke and the air is injected into the chamber through the fuel injector 6, is a plug type using a fuel linear pressure of about 100 bar or less. During the expansion stroke, the hot gas penetrates through the slot 7 with a high frequency and assists in mixing the unburned fuel with the residual air contained in the parasitic cavities, particularly the valve cavities 8 and the air pits above the piston 2.

The INI diesel installation shown in Figure 3 has been described in GB-A-0241398, GB-A-0361202, GB-A-0523137, GB-A-2088952 and elsewhere. This arrangement uses a projection 9 on the piston 2, which enters an enlarged slot in the combustion chamber 1. The projection also includes a smaller slot 10, which serves the same purpose as the slot in the indirect diesel engine 42 Fig.2. In this unit, the engine acts as an IDI diesel engine, with the piston reaching the approximate internal dead center position and acting as a DI diesel engine elsewhere.

The Merito engine

The Merito engine's basic pure form is a zeiger engine similar to a diesel engine but with significant differences. Small amounts of air are mixed with large amounts of fuel in the smaller second cylinder for a larger part of the engine cycle, allowing the fuel to evaporate before entering the combustion chamber. The combustion chamber enters the larger slot and the combustion occurs faster and starts without restraint.

In the discussion now, Merito's combustion control system shows that its own combustion control system can be used for this purpose as a pure MCC that protects high temperature productivity, especially in a loaded part, or it is possible to use a SIGE combustion control system. A later engine that combines high power at full load with high thermal output at partial load. It may also be compatible with a diesel combustion control system for the production of an engine using diesel fuel with increasing power density and lower exhaust emission levels compared to a conventional diesel engine.

The Merito combustion system can significantly improve the thermal performance of the engine when used in vehicles, in urban transport, in conjunction with SIGE engines, and emit less harmful waste from vehicle engines.

A known example of a Merito engine is shown in the accompanying drawings in Fig. 4, which shows a transverse blow of an engine part from GB-A-2246394. More specifically, the engine is described in GBA-2246394.

Figure 4 illustrates a Merito engine design that allows the use of a Merito / SIGE engine hybrid using spark ignition compression ignition.

The engine includes a smaller piston 11 mounted on the crown 12 of the larger piston 2. The piston 11 includes a support 13 and a crown 14. Fig. 4 shows that the support 13 has a curved contour, the curvature improving the air vortex entering the combustion space 1 from the larger further penetrating the cylinder 3 and the fuel / air mixture vortex (i.e., the movement of the fuel / air mixture) into the combustion space 1. The combustion space is between the support 13 and the smaller cylinder wall 15a. The shape and size of the support shall be chosen so as to obtain an appropriate combustion capacity of the appropriate size and shape.

It may be noted that the crown 14 of the piston 11 has an edge with axial thickening that is much smaller than the clearance between the axes 14 and 12 of the crowns of the pistons 11 and 2. The crown 14 has a cylindrical peripheral edge 16 which is slightly further from the smaller cylinder wall 15a to form a gap between the damping means in the form of a ring. The lower end of the smaller cylinder 15, as seen in the drawing, is provided with a peripheral notch 17 which allows bypass to improve the inlet conditions as discussed below. The lower end of the smaller cylinder is provided with a second inlet valve 18 and a throttle valve 19. The fuel injector 20 has the ability to inject liquid fuel into the inlet pipe.

21. Throttle valve 19 controls the amount of air passing through the inlet pipe and does so independently of the amount of fuel delivered by the fuel injector 20. The second injector 22 is used in the case of SIGE, and the throttle valve 23 operates in conjunction with the spark plug 24 also in the SIGE. In the Merita engine, the air enters the larger cylinder 13 through the inlet pipe 4 under induction effect. The air also enters the smaller cylinder 15 through the open valve 18 together with the fuel from the injector 20. The pressure difference across the pressure of the piston 11 crown 14 may be caused by the throttle valve 19. and valve 18 closing synchronization. This in turn effectively synchronizes the inlet of the smaller cylinder 15 into the combustion space 1 adjacent the internal dead center position of the piston 11 at the end of the compression stroke. The inlet synchronization can control the ignition of the vaporizing fuel by pressure in the compression stroke mixture in cylinder 15, alternating between the ignition fuel / air, and the hotter air entering the combustion space by the larger plunger.

The notch 17 has an axial length greater than the thickness 16 of the rib 16 of the crown 14 of the smaller piston, which allows the gap for the fuel / air mixture to extend around the crown on all sides. The notch 17 also prepares an empty space in the smaller cylinder 15 and this empty space can synchronize the inlet by preparing a special container in the cylinder 15 during the compression stroke.

The motor shown in Fig. 4 also has a valve 23 in the inlet pipe 4 for air in the larger cylinder 3, and a spark plug 24 for the valve and outlet not to show the throttle entering. The release Fig.4, however, is associated with the larger cylinder in the engine

3. The full displacement of the pistons' corresponds to the outer position of the death point and vice versa to the inner position of the death point.

An open combustion space arrangement Fig. 4 allows the spark plug 24 to pass directly into the combustion space 1. The spark plug is pierced through the wall 15a of the smaller cylinder 15. The larger cylinder 3 has a current control device, such as a throttle valve 23, to reduce the passage of air into the larger cylinder 3 by induction under SIGE load.

After some fuel has already entered the combustion space, the spark ignites and the gas temperature and pressure in the combustion space rises. This allows the evaporative fuel residues, which continue to enter the combustion space and mix with air there, to be burnt by combustion pressure, even if the original flame ignited from the spark insufficient to ignite in the combustion space. This combustion process is categorized as spark ignition under pressure (STCI).

To achieve the STCI, the engine system may operate with a geometric pressure ratio that is insufficient to cause pressure combustion to cause a portion of the fuel's inlet choke 23 to adjust the temperature. For example, if the pressure ratio could be a spark if used at the moment. On the contrary, the pressure used for gasoline equals, for example, 10: 1, in the case of compression ignition. Without inflammation under pressure you may need a pressure ratio of 18: 1. Another requirement is that the spark plug should be in a position where it would reach the fuel vapor while the fuel is mixing with air in the combustion space at the start of the inlet process. The spark plug allows the spark to trigger the STCI process in a short period of time.

Unlike the SIGE or diesel engine, which only uses the ignition method, the Merito engine can use either spark ignition or compression ignition, depending on the design and the fuel used.

At least a portion of the fuel previously spilled into the Merito engine can be spark ignited, as discussed earlier. By separating the fuel from most of the air during the stroke, the Merito engine can use a combustion process known as pressure-combustion.

As with a zeiger engine, the Merito engine is very suitable for use with pressurized combustion to burn the appropriate fuel. This is because the fuel is not premixed with a sufficient amount of air (i.e., the mixture is too thick) to burn by itself during the compression process, even when a high pressure ratio and proper fuel are used. The fuel can ignite without additional sparking when the fuel vapor reaches the combustion space and is combined here with very hot air. A zeiger engine such as a Merito engine can be ignited by a catalyst such as platinum placed on the walls of the combustion chamber as discussed in some of the earlier patented Merito engine patents such as GB-A-2155546 and GB-A-2186913.

The choice of combustion method also makes it possible to choose the type of fuel, including petrol and diesel. In addition to the pressure ratio, the fuel type can also be selected using the ignition method used in Merito engines. For example, diesel fuel or very low octane gasoline can be ignited in combination with the selected high pressure ratio, while high octane gasoline can be combined with a lower pressure ratio by spark ignition. By igniting spark in Merito engines io

The STCI process does not have to wait to complete the blending of all fuel and air when only a fraction of the fuel needs to be burned. In doing so, the remaining fuel burns later in the combustion press when it enters the combustion space.

Merit engine technology is known from GB-A-2246394, where it utilizes a SIGE-coupled variant to solve the problem of ΝΟΧ-size segregated waste in the stream. By supplementing the combustion chamber with a spark plug, as well as by introducing an additional fuel injector or carburettor and throttle valve in the inlet pipe elbow, the Merito engine shown in Fig.4 can be used either (i) as a conventional spark ignition stoichiometric gasoline engine a catalytic converter to the higher BMEP range, or (ii) as a pure Merito engine in the middle or low BMEP range with negligible ΝΟΧ emissions. The STCI method is very attractive to the Merito / SIGE hybrid engine ever since the spark plug is installed in the combustion chamber. Switches between SIGE and Merito engine modifications can be made automatically using the engine's electronic control system, so at high BMEP or high engine load, the engine acts as a SIGE, while at mid-range and lower BMEP it acts as a pure Merito engine without ΝΟΧ emissions and with greatly improved thermal productivity.

The previous explanation shows that the combustion control system prepares the connection between the other two control systems, as is usual for diesel engines and SIGE. Like the diesel, the Merito engine is a zeiger engine, but much like the SIGE allows the fuel to evaporate before it enters the combustion chamber. Like diesel it can use compression ignition or similar to SIGE it can use spark ignition. When combined with either high or low pressure ratios, it can use either gasoline or diesel. Most importantly, it can operate at high thermal output values or higher than the diesel engine, especially in the loaded part, but due to its fast combustion process, it can approach the power weight level closer to the SIGE than the diesel engine. Like a diesel engine, it can use a turbo cartridge or other compressed air device without reducing its geometric compression ratio. It is not a very powerful engine, but unlike a diesel engine, it does not require a high pressure fuel injection system where the fuel enters the smaller cylinder of the Merito engine at a low pressure cycle before the compression stroke and subsequent combustion.

The SIGE compression stroke occurs when a pre-mixed fuel / air mixture is used, the spark ignition method can only ignite fuel / air mixtures in proportions that are close to stoichiometric. The SIGE combustion process depends on the flame generated by the spark moving across the fuel / air mixture in the combustion space. In contrast, the main advantage of zeiger engines over SIGE is the ability to ignite fuel during the air blending process regardless of the amount of fuel involved. Thus, the minimum amount of fuel / air can be ignited. This ability to burn at very low total amounts of fuel / air mixture in the medium to low BMEP ranges elevates lower gas temperatures during exposure. This in turn allows you to improve the thermal efficiency of the engine and to reduce the amount of hazardous ΝΟΧ waste gas emitted, especially under load. It is a recognized fact that the thermal efficiency of an internal combustion engine with reciprocating motion increases when the fuel / air ratio is lower.

The two main methods to increase the thermal efficiency of an internal combustion engine with reciprocating motion are to maintain a very fast combustion at the start of the expansion stroke and to reduce the average gas temperature accompanying the heat supply. Subsequent applications where the engine runs below the maximum effective pressure of the larger piston.

The engines attained in the Zeiger values cannot match the maximum SIGE effective pressures, with full use of all the oxygen contained in the cylinder during the combustion process. Zeiger engines are unsuitable for utilizing air bladders in crevices and parasitic tanks, but Merito engines that burn gaseous fuels can do this better than diesel engines that burn fuel concentrated in liquid droplets.

Current legislation on the control of hazardous waste from vehicle engines sets out three uses for catalytic converters. This includes the oxidation of partially burned fuel and also the release of hazardous nitrogen (ΝΟΧ) from the combustion process. The catalytic converter can function effectively in ΝΟΧ reduction only if the stoichiometric air / fuel mixture is suitable for the engine, since the presence of oxygen in the exhaust gas renders the catalytic converter ineffective when reducing ΝΟΧ. Vehicles using SIGE currently operate with ΝΟΧ restricted by law. Vehicles that use diesel engines cannot use SIGE reduction objects at all, and pure Merito engines also have a similar problem with higher-range Effective Pressure Measures (MEPs). Of course, the mid to low MEP range of a Merito engine can operate despite the fact that the combustion process produces small amounts of ΝΟΧ. Low SIGE combustion produces maximum amounts ΝΟΧ when working with air / fuel mixtures that are slightly different from stoichiometric when burning at its hottest, eg air / fuel ratios ranging from 16: 1 to 20: 1. As explained earlier, such ΝΟΧ cannot be reduced by the three catalytic converter modes while oxygen is present in the waste stream. Of course, when operating in a narrower range, such as with an air / fuel ratio of more than 20: 1, approximately 70% of BMEP engines and at lower air volumes can successfully cool the gas and stop ΝΟΧ formation during combustion.

Like other Zeiger engines, the Diesel engine, the Merito engine, needs to be equipped with efficient mixing of fuel and air before and during the combustion process. The Merito engine can do this using equipment similar to the DI and IDI forms of the diesel engine. In the Merite engine, fuel enters the combustion chamber during the inlet process, at about the end of the compression stroke, at least partially evaporated. In a diesel engine, the parallel process is called fuel injection.

Following are the terms used in the present invention which have the following meanings:

Volume Volume Ratio-E

Ratio of the first capacity in the smaller cylinder to the capacity in the larger cylinder.

Compression to Input Capacity Ratio - CIVR

CIVR-Larger cylinder

The ratio of the maximum capacity of the special capacity in the larger cylinder between the two pistons to the size of the special capacity between the two pistons at the start of the inlet.

CIVR-smaller cylinder

Ratio of the maximum capacity of the smaller cylinder to the size of the first capacity at the start of the inlet.

Relative compression ratio to inlet capacity

The ratio of the compression ratio to the inlet capacity in the larger cylinder to the same in the smaller cylinder.

Inlet

The movement of the fuel / air mixture from the first cylinder volume of the second cylinder to the combustion space that occurs during or at the end of the compression stroke caused by a smaller piston.

Separation

Restriction of entry of fuel contained in the first cylinder of the smaller cylinder at the start of the injection.

The present invention provides an improved internal combustion engine. According to the present invention, an internal combustion engine comprises:

at least one pair of cylinders first and second, wherein said first cylinder has a larger size than said second cylinder;

first and second pistons in respective cylinders, said second piston having a movable shaft and dividing said second cylinder into a first receptacle containing said movable shaft of said second piston and a second receptacle between said two pistons;

air inlets coupled to said first cylinder;

release means connected to said first cylinder;

means for defining a common combustion space between said pistons when said pistons are substantially in the position of the dead point, said combustion space comprising said second container;

means for transferring gas flow between said first and second receptacles at the end of the compression stroke;

retaining means for retaining the movement of the fuel / air mixture from said first container to said second container until the compression stroke of said second piston;

a first fuel source supplying fuel to said first container;

means for moving said second piston, said means comprising means for maintaining said second piston in a substantially constant position at or near the point of death during at least the expansion stroke of said first piston.

One of the most valuable features of the present invention, in all its forms, is that both diesel and SIGE engines can be replaced by replacing the single cylinder head design, leaving the actuator and transmission unchanged.

The working engine design shown in Fig.4 in the SIGE variant for the support 13 of the smaller piston 2 may need to be effectively cooled to prevent premixed air and fuel entering the engine through the inlet valve 5. In the SIGE variant this can be cooled by spraying the oil from the neck to the inner cavity in the support, but the problem of preheating in the SIGE performance modification can be solved using the engine design of the present invention.

The construction of the present invention has other advantages. For example, by aligning the operating rules of a Merito engine with a diesel engine as disclosed in GB-2246394, removing the support 13 makes it easier to distribute fuel spray from a diesel fuel injector to the combustion space 1.

Brief description of the drawings

The present invention is illustrated by the following drawings:

Fig. 1 is a partial sectional view of a known indirect injection diesel engine (DI);

FIG. 2

3

Figure 4 is a partial sectional view of a known indirect injection diesel engine (IDI);

Figure 5 is a partial sectional view of a known Injection (INI) diesel engine;

Figure shows a partial section of a known Merito engine SIGE hybrid;

is a partial first inlet of a Merito engine according to the present invention

FIG. 5

Fig. 13a is a sectional view showing the end of the induction stroke;

FIG. Fig. 6 is an end view of the motor of Fig. 5 ending in a compression stroke;

Figures 7a, 7b, 7c and 7d show one complete cycle of operations of the motor of Figures 5 and 6;

Fig. 8a is an elbow angle curve for the larger and smaller pistons of the engine of Figs. 5 and 6 during compression stroke illustrating the control of the inlet process;

Fig. 8b is a detail of Fig. 8a showing control during the inlet process;

FIG. Fig. 9 is a detail view of the smaller cylinder and piston of the engine of Figs. 5 and 6 prior to inlet;

Fig. 10 is a similar view to Fig. 9 only at the inlet;

11 is a view similar to that of FIG. 5, a second indirect intake device on a Merito engine according to the present invention shown at the end of an induction stroke;

12 is a view similar to that of FIG. 5, a third internal intake device motor according to the present invention at the end of the compression stroke;

13b, 13c and 13d are four flame plates for a slit-shaped engine cylinder head according to the present invention;

Fig. 14 is a view similar to Fig. 9, illustrating a modified arrangement with a spark plug, a lower notch, and a restricting nozzle for an indirect inlet device;

Fig. 15 is a view similar to Fig. 5, showing a fourth embodiment of a direct intake engine according to the present invention in the form of a hybrid ignition spark in the form of a low ignition installation;

Fig. 16 is a view similar to Fig. 5, showing a fifth direct intake engine assembly according to the present invention in a diesel hybrid device;

Fig. 17 is a view similar to Fig. 5, showing a sixth direct-injection engine arrangement according to the present invention, a diesel hybrid arrangement with two fuel injectors for a smaller cylinder;

Figures 18a, 18b, 18c and 18d are views similar to those of Fig. 7a-7d for the motor of Fig.17;

Fig. 19 is a view similar to Fig. 5, showing a seventh direct-injection engine arrangement according to the present invention, a diesel hybrid arrangement with a single fuel injector for a smaller cylinder;

20b, 20c and 20d are images similar to images

Fig. 7a-7d for the motor of Fig. 19;

Fig.20a,

Fig.21 is a modified form at the beginning of the exhaust stroke of the piston of Fig.11 which is suitable for use with gasoline,

STCI;

Figure 22 is a view similar to Figure 9 illustrating possible positions of fuel injectors;

Figure 23 is a modified version of the engine of Figure 5 operating on a hybrid SIGE modification;

Figures 24a, 24b, 24c and 24d are views similar to those of the motor of Figures 7a-7d, Fig. 23, with a direct and smaller piston depicted by a continuous induction stroke;

Figures 25a, 25b, 25c and 25d are views similar to those of the engine of Fig. 7a-7d depicted in Fig. 23 operating in pure SIGE form with a stationary smaller piston;

Figure 26 is a partial sectional view of a double finger mechanism that can be used to drive a smaller piston in the engine over a relatively long stroke distance using a relatively small finger lift.

Detailed description of the drawings

The Merito engine can be constructed in three variants similar to a diesel engine:

1. Direct Inlet (DI) Merito Engine;

2. Indirect Inlet (IDI) Merito engine;

3.Inner Inlet or Piston Plugged Indirect Inlet (INI) Merito Engine.

In a DI Merito engine, such as that shown in Fig. 11, slot 38 can be drilled relatively small to protect proper vortex movement of air entering the combustion chamber during a larger piston compression stroke as well as a hot gas jet at the beginning of the expansion stroke similarly to IDI diesel engine method.

In an INI Merito engine, such as that shown in Fig. 12, the larger piston has a projection 9 that partially obstructs the slit! at the end of the compression stroke and at the beginning of the expansion stroke.

The Merito DI motor shown in Figs. 5 and 7 has a larger cylinder 3 and a smaller cylinder 15, which is located on the extension of the larger cylinder axis. The smaller piston 11 moving in the smaller cylinder has a crown 14 and a cylindrical movement system 13. The larger piston 12 moving in the larger cylinder 3 has a crown 12 and is conventionally secured by piston rings. The two pistons move by separate mechanisms, which can be coupled or joined together or controlled to act together by the mechanism 25. For example, a larger piston may move due to crankshaft and crank mounting, and a smaller piston may be driven by a finger 26 mounted on a finger axis 27. The operating distance of the two pistons may be different. Preferably, a larger piston will have a longer duration of action.

The smaller piston 11 divides the second cylinder 15 into a first receptacle 28a in front of the crown of the smaller piston, which includes the movement system 13, and a second receptacle 28b located between the two pistons (Fig.7a). It is understood that these capacities change as the piston moves 11.

The volume of the smaller cylinder capacity is the space limited by the rear surface of the cylinder wall 15a, the rear surface of the crown 14 of the smaller piston 11, and the system surface of the smaller piston 11. This is best seen in Fig. 5, where the volume of the smaller cylinder is at its maximum when the smaller piston is in the outer position of the die point. Fig. 6 shows the engine at the end of the compression effect, with both the larger piston and the smaller piston approaching their inner dead center position. The space bounded by the wall 15a now becomes the combustion space 1.

The crown 14 of the smaller piston 11 has an edge 16 with axial thickening that is significantly smaller than the stroke of the piston. The crown 14 shown has a cylindrical rim 16 located slightly farther from the lower cylinder wall 15a to form an annular slot 29. The lower end of the smaller cylinder, as shown in the drawing, has an optional peripheral groove 17 that allows it to bypass the inlet as described below. and also allows the smaller cylinder to be emptied. The crown 14 of the smaller cylinder 11 is shown in simplified form in Figs. 5 and 6. Can be depicted in many forms, some of which are discussed below.

The smaller piston 11 is held and slides into the passage 30 at the head of the engine cylinder. The channel has a small gap around the stem 13, which allows it to move freely, but also has a barrier against excessive gas leakage. One or more of the slip stop rings 31 may be spaced apart on the stop rod 13 and reduce further gas flow. The smaller piston moves under the action of a finger that rotates at half the crankshaft speed. The spring 32 assists the piston 11 in contact with the finger. The finger 26 is synchronized with the crankshaft mechanism of the larger piston 2, ensuring that the piston reaches the inside dead center position at the end of the compression stroke (Fig.6), the smaller piston 11 also correspondingly reaching its inner dead center position as shown. When the posterior surface of the smaller piston is pressed against the surface at the inner position of the die, it prevents gas from passing through conduit 30 and around stem 13.

crowns at the canal

The profile of the finger 26 provides the stroke induction stroke.

extended smaller

Movement of a smaller piston differs from movement of a larger piston not only in stroke duration. For example, the induction stroke of a smaller piston may continue longer than the stroke of gas release, as may the induction stroke of a larger piston. In addition, the start and / or end of two piston strokes must not occur at the same time. It will be appreciated that the mechanism of movement of the smaller piston may differ from the crankshaft shown. For example, it may be a finger operated by a crank or a lever operated by two fingers as shown in Fig.26. In contrast, this can be achieved by using hydraulic or pneumatic drive systems that are controlled by signals from the larger piston crankshaft. If such control distorts the irregular movement of the smaller piston, it cannot replace the undesirable contact of the larger piston.

Liquid fuel is directed to the smaller cylinder 15 by a fuel delivery valve such as a fuel injector 20 during a smaller piston induction stroke and / or compression stroke. The fuel injector may be designed for relatively low pressure and may benefit from covering the smaller piston crown 14 when it is positioned against the surface of the channel 33 during the combustion period and the larger piston expansion stroke. Liquid fuel can be atomized with a small amount of air.

The gaseous fuel may also be injected into cylinder 15 via a small valve mechanism (not shown in the drawing), which may be mechanically and electrically actuated and may distribute fuel mixed with a small amount of air.

As an alternative to the fuel injector, the movement of the smaller piston may be used to suck fuel through its stem 13 and to inject it into the cylinder 15 through the slit or crown 14 or adjacent to its rear face. In such an arrangement (not shown in the drawings), the injector 20 and its fuel pump may be mounted on a smaller piston.

The larger cylinder has a drain valve and an inlet pipe 4, which is equipped with an inlet valve for introducing uncontaminated air into the larger cylinder 3.

The combustion space may include a spark plug 24 which permits operation of the STCI principle. In this case, the compression ratio of the engine may be reduced from the ignition of the solid mixture (comprising the evaporative fuel) after its introduction through the cutout 17 and the slot 29 to the end of the compression stroke, first causing the spark to enter just before the moment shown in Fig.6. After the spark enters, the initial combustion increases the temperature and pressure of the gas in space, so that the remaining fuel, which continues to flow through the slit 29 and the slit 17, is now ignited by compression-combustion.

Preferably, the combustion space receptacle 1 shown in Fig. 6 fills the space within the cylinder, more precisely at the cylinder head, but cannot enter the larger cylinder 3, such as the recess 34 shown in the crown of the larger piston 2. Conversely, the combustion space 1 may be reduced by the projection 9 also shown by the dotted line on the crown 12 of the larger piston 2.

Both pistons 2 and 11 may have protrusions or recesses, such as 9 or 34, which may help to direct the movement of gas within the combustion space and also allow the combustion space to be regulated to achieve the desired compression ratio of the engine. If the displacement is due to a smaller cylinder that is not sufficient to provide the required space in the combustion space to achieve the desired compression ratio, further emptying of the combustion can be achieved either by a recess in the 34 larger piston crowns or slits in the cylinder head.

The capacity of the smaller cylinder 15 may be smaller or larger than the capacity of the combustion space 1. A pure Merito engine requires all fuel supplied to the engine to be directed to a smaller cylinder 15, and such an installation may increase the smaller cylinder capacity or the volume ratio E. The hybrid form Merito engine may use lower E values. For example, the smaller cylinder may be reduced to obtain a low fraction of fuel supplied to the engine. Fuel residues can be fed directly into the combustion space, as in the Merito / Diesel Hybrid, or into the larger cylinder inlet as in the Merito / SIGE Hybrid. In this way, the smaller cylinder allows for enhanced combustion, which can greatly increase the energy required to burn the main fuel reserves. This application improves the combustion process in diesel engines or allows the combustion of premixed air / fuel mixtures in SIGE engines.

The finger profile 26 moves the smaller plunger 11 from the inner die point position to the outer die point position by about 180 ° finger rotation or 360 ° elbow rotation. This enables further induction stroke of the smaller piston, which occurs selectively during the release stroke and intake stroke of the larger piston 2. The compression stroke of the smaller piston may occur with the finger rotated 90 ° and continue until the finger rotates a further 90 °, with the smaller piston positioned in the inner position of the die.

Figures 7a-7d show the pure form of Merit in the four-stroke cycle of the engine of Figs. 5-7. Figures 7a-7d illustrate the induction, compression, expansion, and release strokes of the larger piston 2. Figures 7d and 7a represent the induction stroke of the smaller piston 11, Fig.7b represent the start of the compression stroke of both pistons, and Fig.7c represent the dormant period of the smaller piston.

The action synchronization illustrated in Figs. 7a-7d allows the smaller piston 11 to start an induction stroke, moving away from its internal dead point position, while the larger piston initiates a release stroke moving away from the outer dead point position (Fig. 7d). the velocity of the piston 11 is reduced relative to that of the larger piston 2, so that it only reaches about half the distance of its induction stroke from the point where the larger piston 2 reaches the inside dead center position at the end of the discharge stroke (Fig.7a). The smaller plunger 11 can continue the induction stroke further from its internal die point position, while the larger plunger 2 also moves further away from its internal die point position through its induction stroke. The next induction stroke of both the larger piston 2 and the smaller piston 11 may start their compression stroke at approximately the same time (Fig.7b). Ultimately, the smaller piston remains stationary at its inner point of death when the larger piston undergoes an expansion stroke (Fig.7c). In this application, the first part of the smaller piston induction stroke occurs during the larger piston expansion stroke and the second part during the larger piston induction stroke.

An important advantage of such an installation is to provide the finger shaft with a long angled arc that can extend beyond 180 ° finger degrees. This allows for relatively high finger lift without excessive mechanical stress. The main advantage of the continuous induction stroke is to allow the fuel to evaporate into a second cylinder smaller cylinder. The injector 20 may begin to supply fuel at the beginning of the induction stroke of the smaller piston 11 (Fig.7d) and continue throughout the induction stroke and even during the compression stroke. It is desirable that the fuel injection start as early as possible at the start of the smaller piston induction stroke, increasing the time for evaporation of the liquid fuel inside the smaller cylinder 15. At the beginning of the smaller piston induction stroke, the exhaust gas in the larger cylinder enters the first receptacle 28a through the slot 29 around the crown of the smaller piston. Hot gas helps the injected nozzle 20 to vaporize the fuel.

The smaller cylinder 15 is not provided with an inlet or outlet valve and at the end of a smaller piston induction stroke, fresh air flows into the larger cylinder through a slot 29 and mixes with the contents of the smaller cylinder. The optional smaller notch 35 (Fig. 14) can be used to increase the amount of air supplied to the smaller cylinder by increasing the peripheral slit about the crown 14 of the smaller piston when this piston reaches the end of the induction stroke at its outer dead center position. In one optional arrangement suitable for direct intake or indirect intake, the crown assembly of the smaller piston 14 may enter the hole of the smaller cylinder 15 at the end of an induction stroke to assist further air from the larger cylinder to the smaller induction.

The size of the slit 29 may accordingly limit the pressure in the smaller cylinder to a size less than the pressure in the larger cylinder through an induction stroke in the smaller cylinder. The slit can be used to select the engine speed range, fuel used, capacity factor E and other parameters. Where the top notch is used, the gap may be small, approaching close contact preventing the piston 11 from reaching the notch 17. The notch 17 may be missed, but in this case the gap 19 should be made large enough to allow fuel to pass through the gap. to combustion space 1 at inlet.

As the size of the first receptacle 28a of the cylinder 15 increases during the induction stroke, the gas is transferred to the first receptacle of the cylinder 15 from the cylinder 3 with increasing pressure in the cylinder 15 as the fuel evaporates.

When the first capacity of the cylinder 15 begins to decrease during the compression stroke (Fig. 7b), it is detached to the end of the compression stroke of the smaller piston 11.

When the separation ends, the gas mixture inside the first cylinder 28a of the smaller cylinder is pressed into the combustion space 1 during the inlet process. Mixture I includes evaporative fuel, some air, some exhaust gas and may be a bit of fuel in a still liquid form, but with insufficient oxygen to protect combustion under pressure. During the insertion process, the crown of the small piston moves rapidly toward the lower end of the surface of the smaller cylinder 15. This is clearly illustrated in Figs. 9 and 10. Fig. 9 shows the preferred form of a smaller piston at the end of the compression stroke just before the inlet begins. In this case, it is further separated and the air is shown moving from the combustion space 1 to the first container 28a through the slot 29.

In Fig. 10, the piston crown edge 16 has a notch 17 and when the empty cylinder of the smaller cylinder moves unexpectedly and optionally enlarges the slot 29, the contents of the first container enter the combustion space as shown by the arrows. The profile of the finger 26 may allow the smaller piston 11 to reach its support at a certain speed. In this way the gas enters with considerable force. The incoming fuel / gas mixture may be directed to the combustion space in a special manner by means of a notch, and it is understood that several variants of this form are possible. One embodiment is shown in Fig.22, in which both sections - the notches and the crown 14 of the smaller piston - are adapted to the deflection passage for the injection of the fuel / gas mixture as shown by the arrows in Fig.22.

The fuel entering the combustion space mixes with the oxygen there and is ignited either by pressing or sparking using a spark plug 24. Of course, all fuel will not burn completely until the intake process is complete and the smaller piston will not move, thereby protecting the stem barrier 31 and fuel. sprayer 20 from high pressure and temperature. The smaller piston crown is hot during the combustion period and this helps the fuel to evaporate in the next engine cycle.

The immobilization of the smaller piston for the greater part of the combustion period and the expansion stroke causes the smaller piston crown 14 not to be in the combustion space, which improves the combustion process.

The release phase of the larger piston (Fig.7d) coincides with the start of the induction stroke of the smaller piston 11 and fuel injection into the first container may be initiated during this stroke. The start and end of the movement of the smaller piston 11 between the position of the inner die point and the position of the outer die point may or may not exactly match the start and end synchronization of the movement of the larger piston 2 between the outer and inner die positions. It is desirable to select well the input moment when the smaller piston 11 approaches its internal die point position or merely touches the notch 17 provided that the torque is accelerated, with the optimum starting position as the larger piston approaches its inner die point position. Ignition can begin as spark caused by spark plug 24 and compression if fuel and engine pressure ratio used are selected to trigger ignition under pressure.

The stroke of the smaller piston 11 is shorter than that of the larger piston 2, preferably much shorter.

A second suitable time synchronization device uses the finger 36 shown in Figure 25. Both smaller and larger piston induction strokes begin at approximately the same elbow angle. In addition, the larger piston 2 continues the expansion stroke melting its release stroke until the smaller piston moves during both strokes to occupy the position of its inner die point at the end of the compression stroke. Other devices are also available for synchronizing piston movement.

The movement of the two pistons (shown in Fig.7) does not require precise synchronization. It is desirable that the smaller piston rest against the support surface at maximum expansion of the larger piston. This may start with an induction stroke, either at approximately the end of the expansion of the larger piston 2, or at the start or during the release stroke of the larger piston. Conversely, an induction stroke may occur at any time during the expansion of the larger piston 2. If the smaller piston starts an induction stroke as the larger piston is released, some gaseous combustion products will be induced in the first container 15 of the smaller cylinder. When fuel is injected during the induction stroke, hot gas helps the fuel to evaporate.

In the Merite indirect intake device shown in Figs. 11, 14 and 21, the combustion space 1 is partially separated from the larger cylinder 3 by being limited by a plate 37 having a slit. The slit allows the gas to move between the combustion space 1 and the larger cylinder 3 and performs many functions. It accelerates the movement of the vortex in the air moving from the larger cylinder 3 to the combustion space 1 in the compression stroke of the larger piston. It also accelerates the movement of hot gas from the combustion space during the initial stages of combustion. It is also possible to direct through the valve cavity to the cylinder 3, which may also contain unused and parasitic air that may be involved in the combustion process. The size of the slit 38 can be varied according to the choice of the constructor by applying the compression ratio to the fuel used. The indirect intake mixer can be used on Merito engines using gasoline or diesel fuel, or of course other fuels with or by compression combustion or STCI. The obvious advantage of Merito indirect combustion engines is the reduced gap 38 on the flame plate of the engine. This allows for less interference in the valve cavity, as can be seen in Figures 11 and 13a. The volume of the combustion space may be between the plate 37 and the crown 14 of the smaller piston, or it may extend partly into a larger cylinder, for example into the recess 34 of the larger piston, as shown in Fig.11.

The combustion space 1, which opens through the cylinder 3, is temporarily blocked by a solid wall 9 in the installation of the Merite Inlet Engine shown in Fig. 12. This wall has a slot or slots 39 which perform a function similar to a slot 38. 11. The slit directs air from cylinder 3 to combustion space 1 with a tangential and / or axial velocity component. This accelerates the rotary movement of the gas in the air directed to the combustion space 1 during the later part of the compression stroke.

The solid wall may be in the form of a candle 9 formed as a projection on the piston 2. The candle 9 may be spaced from the wall of the smaller cylinder 15 by a large gap which includes the combustion space 1 and which removes contact as the piston moves. The effective height of the spark plug 9 above the crown of the larger piston 2 may be relatively small, for example, in the range of 10% to 20% of the larger piston stroke. This is because large proportions (for example 50% to 70%) of air mass in cylinder 3 are passed through a spark plug into the combustion space 1, with the larger piston moving between the last 10% and 20% at the end of the compression stroke. In addition, this air has a growing relative weight as that of a highly compressed environment.

As can be seen from Fig. 12, the spark plug 9 and the piston 11 have partially spherical surfaces which increase the movement of the air vortex in the combustion chamber 1.

Figures 13a-13d are diagrams of an engine flame plate. The flame plate includes valve head bases 5 and 40. The above figures show possible shapes opening between the larger cylinder 3 and the smaller cylinder 15. The arrangement shown in Figs. 13d and 13c has four valves per cylinder. Two inlet valves and two outlet valves surround a completely open, centrally located, smaller cylinder in 15 direct inlet engines. The cross-section of the smaller cylinder may be round or other suitable shape such as Fig.13c, making best use of the space for the flame plate. With proper control of the stem 13 of the smaller piston 11, the crown can be of any cross-sectional shape and there is no risk of it touching the wall of the smaller cylinder 15a. The installation of the four valves is symmetrical and suitable for good gas flow. Fig. 13a shows the installation of two valves in an indirect intake motor. Here, the combustion space interacts with the larger cylinder 3 through the slit 38 (see also Fig. 11).

Fig. 13b shows the cavities 8 of the inlet valve 5 and the outlet valve 40 and also shows a final view of the combustion space 1 in the indirect intake engine. Shallow passages divide the cylinder head or crown of the larger piston and can direct gas to and from slit 38. The arrows 42 show the direction of rotation of the air mixture in the combustion space at the end of the compression stroke, while arrows 43 and 44 show the combustible gas passing through the passageways 41 into the valve cavities. direction of rotation. In this way, oxygen trapped in the valve cavity parasitic tanks can be introduced into the combustion process by similar control of the IDI diesel engine using a Richard Comet installation.

The separation process in the Merito engine

In the engine of the present invention, separation is the process of storing a fuel / air mixture in a first container 28a of a smaller cylinder 15, separated from the air filled by a larger cylinder 3. The process begins when the dominant pressure in the first container is less than or equal to during the induction stroke of the piston 11 and during the greater part of the compression stroke. Such separation is achieved by using one or more individual attributes.

A gap 29 between the walls of the smaller cylinder and the crown of the smaller piston, when large enough to allow gas to pass through the gap under selected conditions.

2. Slit 29 between the walls of the smaller cylinder and the crown of the smaller piston when it is too small for the gas to pass through the slit.

3. Top notch 17, the capacity of which empties the capacity of the smaller cylinder.

4. Appropriate Compression Ratio to Inlet Capacity.

5. Appropriate alteration of the elbow angle as a function of the relationship between the smaller piston 11 and the larger piston 2, particularly during compression stroke. This determines the rate of decrease in volume of the smaller cylinder 15 and the larger cylinder 3 during the largest compression strokes of both pistons.

By using the aforementioned features, optionally combining or selecting them depending on the engine design, inhibits intake toward the smaller piston at the end of the compression action. For example, when using Feature 2, you also need to use Feature 3. With feature 1, you may of course need to keep the smaller piston more behind the larger piston (feature 5).

and 3 are used, for example, in Fig. 9, which shows the passage of gas through the crown 14 of the smaller piston 11 through the slit 29. During the induction stroke of the smaller piston, the first reservoir 28a of the cylinder 15 increases as the fuel is directed. , this creates an additional partial pressure in the first receptacle and, if this pressure is lower than the pressure in the larger cylinder 3 during the larger piston discharge stroke, part of the gas in the larger cylinder moves through the slot 29 and mixes with the fuel.

The restriction determining the size of the gap may increase the pressure drop in the first container 28a and make it less than the pressure of the larger cylinder, and this effect may increase with increasing engine speed.

To ensure complete separation during the smaller piston induction stroke, the amount of fuel entering the first cylinder 28a of the smaller cylinder should be equal to the capacity of the smaller cylinder to ensure that the total pressure in the first cylinder is lower than the larger cylinder during the induction stroke. A more volatile fuel such as gasoline may require a higher capacity of a smaller cylinder 15 compared to a less volatile fuel which may not completely evaporate in the smaller cylinder before the intake process begins. Less evaporative fuel can be used in the Merito engine, in which case the intake process can prepare the soil for degassing as shown in Fig. 10, which may also contain fine liquid particles of non-volatile fuel that can be ignited directly in the combustion space. For example, a pure Merito engine can use diesel fuel injected by low pressure jet 20 into the first tank 15 of a smaller cylinder and run even without full evaporation, especially when fully loaded. In this case, only part of the fuel is vaporized during induction and compression strokes of the smaller piston and the remaining liquid fuel is atomized when it is discharged with the hot gas during the intake process. The circumference of the notch 17 also provides an empty receptacle for the smaller cylinder 15 until the piston crown 14 reaches the notch at the end of the compression stroke. The empty capacitance, for example in the upper notch 17 of the smaller cylinder, may be selected to provide a capacitance ratio (and thus a pressure ratio) during each successive step of changing the capacitance of the piston 11 so that it is smaller during compression stroke within the same capacity change time interval. Thus, the pressure rise in the first receptacle of the smaller cylinder 15 is less than the pressure rise in the larger cylinder 3, even if both cylinders start the compression stroke at the same pressure. In this way, the separation is maintained during the compression stroke of both cylinders until the crown 14 of the piston reaches the notch 17. Thus, the sudden disappearance of this empty container, which occurs when the gap 29 is suddenly enlarged, causes the inlet process to begin.

the feature may be explained with reference to Figs. 8a and 8b. The positions of the two pistons 2 and 11 as they move along the compression stroke from the outer die point position (ODC) to the inner die point position (IDC) are drawn from an angle of 180 ° to 360 ° to the engine elbow. The position of each piston is expressed as a percentage of the piston stroke distance. Curve 6000 shows a typical close sinusoidal movement of the larger piston actuator, and curves 6001 and 6002 are examples showing the motion of the finger given to the smaller piston through the finger disk stem set at two phase angles close to the crankshaft angle. Points 6003 and 6004 indicate the beginning of the Inlet process, where the crown edge of the smaller piston begins to open the upper notch 17.

The curve 6001 (6002) may be curved relative to the curve 6000, so that most of the elbow angle positions are ahead of the inlet at 6003 (6004), the larger piston 2 moves forward more than the smaller piston 11 and thereby causes a greater pressure increase rising in the first receptacle 28a of the smaller cylinder 15. It will be appreciated that the movements illustrated in Figures 8a and 8b show that, with a larger piston compression stroke, the capacity of the larger cylinder decreases proportionately faster than the corresponding first cylinder capacity of the smaller cylinder. Point 6003 (6004) shows the inlet moment along the remaining length of the smaller piston stroke. The relative lag of the smaller piston 11 to the larger piston 2 can be achieved by the profile of the finger 26 (Fig. 5) and / or by moving the finger at an angle, affecting the smaller piston and the crankshaft respectively, affecting the larger piston.

Merit Engine Inlet Process

The inlet process follows the separation process and is the transfer of the contents of the first container 28a of the smaller cylinder 15 into the combustion chamber 1, across the ribs 16 of the crown 14 of the smaller piston 11. The contents of the first cylinder of the smaller cylinder 15 are, at that time, a fuel capable of being wholly or partially evaporated and of an additional amount of air, and may also contain combustion gas products. This mixture has a high fuel content and low oxygen content and will therefore not tend to ignite even at the end of the compression stroke. When it is transferred to combustion space 1, which is predominantly airborne, the fuel can easily ignite when it reaches oxygen and is ignited.

When the edge 16 of the crown 14 of the smaller piston 11 reaches the edge 17 of the notch 17, the separation process is completed. The gas contained in the first cylinder 28a of the smaller cylinder is then transferred to the combustion space 1 for further movement of the piston 11. The gas, which is saturated with fuel, is directed by a cut-out through a radial and downward direction and mixes with the air that rotates in the combustion space about the cylindrical wall. When the piston 11 finally strikes the support 33, the fuel is discharged into the combustion space 1, including the liquid fuel which has not evaporated during the separation process.

The thickness T of the crown 14 of the smaller piston 14 (Fig. 10) affects the position of the piston 11 at which the inlet begins. When the thickness T is greater, the inlet starts later.

the inlet start time may be varied according to the engine design, particularly the ignition method used. If pressurized ignition is used, the inlet start time will determine combustion, but the combustion process will not end until the smaller piston reaches its support and delivers all the fuel to the oxygen-containing combustion space. If STCI is used, the intake may start earlier than the spark ignition. A well-defined time is less dangerous as long as the combustion is controlled by controlling the onset of the flame as the intake begins.

The start time of the intake process slightly exceeds the combustion start time required to mix the fuel with oxygen in the combustion space to maintain the combustion process. Because the intake process takes time, it is important to synchronize the start of the intake process with the time required by the combustion process for the position of the larger piston. One desirable solution is to maintain the short duration of the previous admission.

Figures 8a and 8b, discussed earlier with reference to the separation process, show how the start and duration of the inlet process can be controlled. The curves 6001 and 6002 show the possible movements of the smaller piston using a single finger profile and provide a variable phase angle between the finger axis (acting on the smaller piston) and the crankshaft (acting on the larger piston). Points 6003 and 6004 represent the beginning of the Inlet process, which may be determined by the lower piston reaching the top of the upper, as shown in Fig.10. Both of these points are shown lying on a common line at a distance X from the end of the stroke where the distance cuts the starting position 17.

physically the notches are distant X reflects

Fig. 8a, duplex arrow 6005, shows the effect of a phase change between the finger axis and the crankshaft at the beginning of the inlet process. As a result, the intake starts at the elbow angles Θ1 and 02, the corresponding curves 6001 and 6002. The increasing lag angle between the curve 6000 and the curve 6001 creates a curve 6002. The curve 6002 shows that at each position the smaller piston is an additional distance from the larger piston position .Piston distance lag is one way in which the onset of separation can be controlled before controlling the proper ratio of the capacities of the two pistons 2 and 11 during the compression stroke. It can be seen that the delay also affects the position of the smaller piston 11 at which the inlet begins (starting at point Gi or point 02). Delays also delay the end of the admission process.

Fig. 8b is an enlarged view of part of Fig.8a illustrating control during the inlet process. Curves

The 6002 intake period reflects the crankshaft angular movement from 02 to 0C2. The increasing contraction of the smaller piston 11 from position 6001 to 6002 holds both the beginning (01 to 02) and the end (IDC to 0C2) of the inlet process. The end 0C2 shown in the diagram may be elevated to the beginning of the expansion stroke of the larger plunger 2 and may be an undesirable consequence of delaying the start of the inlet process. To overcome this undesirable phenomenon, the profile of the finger 26 may allow the smaller piston to be disconnected abruptly when the inlet starting point 02. A possible finger profile for such an installation is shown in Fig.21. Using such a finger profile, the dotted curve at position 6004 in positions 0C2a or 0C2b indicates the position of the smaller piston during the inlet process. The movement of the smaller piston is controlled by the finger profile before reaching point 6004. Behind the point 6004, which is approximately equivalent to the start of the inlet process, the smaller piston 11 can achieve the maximum speed available with the spring 32 and the gas force acting on the smaller piston at this position. This free movement is dependent on the time of the end of the intake process, which is at further angles of elbow at higher engine speeds (at 0C2b) compared to lower engine speeds (at 0C2a). This is not a disadvantage if the entire intake process can proceed rapidly, for example at eleven-step elbow angle rotation at higher engine speeds. For example, with an idle speed of about 600 rpm, the intake process can continue for about two elbow angle steps (from the tenth larger piston 2 elbow rotation to the inner dead center position to the eighth elbow rotation to the inner dead center position). At 6,000 rpm, the inlet process can continue up to eleven elbow angle steps (from the tenth elbow rotation step to the inner dead center position and the end of the one step to the larger cylinder inner die position).

Before the smaller piston 11 begins to accelerate at 6004 points, the smaller piston will move faster at 6000 rpm than the 60 rpm, which helps speed up the short inlet at higher engine speeds. At the end of the inlet process, the smaller piston stops when the crown of the piston 11 collides with the support 33. The collision is mitigated by gas which is rapidly displaced from the first cylinder of the smaller cylinder 15. The resulting high velocity of the injected gas (arrow 45 in Fig. 10) helps to mix fuel and air in the combustion space 1. The device described above protects the subsequent very short inlet. This process can be very suitable for use in spark-ignition pure Merito engines, where all fuel is concentrated in a smaller cylinder 15. In such a device, combustion can begin as soon as the intake begins and the combustion period can be short at all engine speeds, thermal efficiency. Alternative installation protects the intake process over a given elbow angle duration, affecting the finger profile at all times. This is illustrated by extending the curve 6001 from the end of the inlet to the internal position of the die point (360 level crankshaft position). In this case, the exact time of ignition may be delayed before the inlet process at point Θ1 begins, and this can be done by adding a spark at the scheduled time if pressure ignition is intentionally avoided. When ignited, a mixture saturated with fuel that is still being injected may ignite and may also burn earlier. This earlier fuel formed a smaller blend of air fuel when mixed with air in the combustion chamber 1. This small amount of blend of air fuel already in the combustion space cannot be ignited in this way (for example, when the engine is idling and low fuel) partially clogged. This reduces the amount of air in the combustion chamber 1 during combustion and enriches the air fuel mixture in the combustion space 1 during combustion. Such an optional throttle valve 23 is shown in Fig. 23, but it is expedient to remove it when such a throttle valve can reduce the thermal efficiency of the engine. Conversely, or additionally, the saturated fuel / air mixture resulting from the first cylinder 28a of the smaller cylinder 15 may create a residual ability to ignite in the combustion chamber by means of a spark.

Using a Merito engine in the Merito / Diesel hybrid form, when using compression ignition, the injection of the fuel / air mixture at point Θ2 shown in Fig.8b will ignite a small amount of fuel entering the smaller cylinder in the Merito modification. This accelerates the combustion of the main amount of fuel that enters the combustion chamber when separated and properly maintains the optimal combustion period associated with the elbow angle position. In this way, only a small amount of combustible fuel can be pre-loaded in the engine under pressure ignition without the main fuel injection process causing significant adverse effects at the end of the compression stroke.

Combustion process in Merito engine

The Merito engine is a zeiger engine that delivers gaseous fuel to the combustion chamber. In addition to using compression ignition or STCI to start the combustion process, the Merito engine can also continue to use an ignition device such as a hot spark plug or a layer of catalytic material, such as platinum, on the combustion chamber wall 1.

Continuous ignition devices cannot be used if the Merito engine is hybrid with the SIGE combustion system.

When using compression ignition, the Merito engine, like a diesel engine, needs to select the right fuel with a sufficiently high compression ratio for the engine to ignite. Sometimes a small amount of fuel is ignited by a spark, and a significant increase in pressure and temperature can successfully initiate a pressurized ignition process, further passing the gaseous fuel through the first cylinder 28a of the smaller cylinder into combustion space 1. The STCI process differs from conventional spark ignition in SIGE, where stoichiometric the mixture is ignited by a spark, which produces a flame, before possible dissipation of the entire mixture. In a Merito engine, similar to diesel, the mixing of fuel and air occurs during the combustion process and cannot stop until all the fuel is directed to the combustion space.

The combustion space of a pure Merit engine can operate at a higher temperature than a typical SIGE combustion chamber, since it does not require fuel to reach the combustion space before ignition.

Ability to ignite a torch in a Merito engine hybrid

The separation process used in the Merito engine according to the present invention can be used to prepare a high-energy ignition source for igniting the fuel entering the combustion space 1 from fuel sources other than fuel reserves in the first smaller cylinder container 28a.

Two examples are shown in Figures 15 and 16.

The installation of Fig. 15 is suitable for use with homogeneous fuel / air mixtures which may be conventionally ignited by a flame spark plug.

Fig. 15 supplies fuel from the second fuel source via injector 22 directly to the larger cylinder 3. The smaller cylinder 11 has a lower volume ratio E, which can vaporize a small amount of fuel, e.g., 10% stoichiometric fuel (fuel ratio F = 10%). ). The amount of fuel entering the engine cycle through the nozzle 20 may be constant or may vary depending on the energy required for the combustion process. The fuel shown is fed by a low-frequency injector, but other low-pressure measuring devices may be used. For example, the movement of a smaller piston rod may be used to pump a constant amount of fuel once per cycle. The fuel may be the same as the fuel supplied by the injector 22, or it may be a volatile fuel or gaseous fuel.

A smaller cylinder is provided with a spark plug 24 for igniting a fuel / air mixture entering the combustion space 1. The combustion space 1 is shown associated with a combustion chamber 46 formed by a larger wedge, which must meet the needs of the larger cylinder. The gaseous fuel mixture in the first container 28a of the smaller cylinder may be ignited by a spark, for example, stoichiometrically.

A second low pressure injector 22 directs the fuel into the inlet pipe 4, which supplies air to the larger cylinder 3. The throttle valve 23 may be very necessary to control the output of this engine. Injector 22 can deliver less fuel than the amount required for the stoichiometric mixture formed in the larger cylinder 3 during induction and compression strokes. The larger cylinder 3 acts here as a low-combustion engine and the spark plug 24 may not be able to provide sufficient energy without the aid of a small amount of mixture at the end of the compression stroke. Of course, the fuel / air mixture entering the first container of the smaller cylinder is easier to ignite spark plugs 24 and the subsequent flame can ignite a small amount of the mixture entering the combustion chamber by the larger plunger. Such an engine arrangement may be suitable to operate in a no-load mode using only fuel directed from the nozzle 20 with the nozzle 22 disengaged. The lower portion fills the throttle 23 and may be important in determining the flame resistance of a small amount of mixture from a smaller cylinder. Conversely, the special fuel may be directed to the smaller cylinder by the nozzle 20 until the nozzle 24 is activated and is able to produce a weak mixture with sufficient flame retardancy.

The illuminating fuel may be gasoline or gaseous fuel such as hydrogen or self-evaporating liquid fuel such as propane or butane.

The apparatus shown in Fig. 15 is also suitable for use with a fuel / air mixture close to a homogenized one entering the larger cylinder 3. The smaller cylinder 15 is so small as to fit with a small spark plug capable of generating plasma for ignition of the air / fuel mixture in the combustion space. 1, instead of the usual spark in the candle direction. The smaller cylinder, piston, and spark plug may even be attached to the head of a conventional SIGE engine instead of the conventional spark plug. In such a device, the smaller piston may be electrically actuated.

The arrangement shown in Fig. 15 also has an axis inclined in the direction of the smaller piston. Such a mechanical device may allow for a superior design with actuating inlet and outlet valves 5 and 40 and a smaller piston 11.

Fig. 16 shows another arrangement of a Merito engine used in a hybrid illuminated modification. The unit shown is suitable for use with fuels that normally ignite under pressure, such as diesel fuel. The spherical combustion chamber 46, formed partly in the cylinder head and partially in the crown of the larger piston, meets the needs of the larger cylinder 3 and is shown as an example of one of the many possible combustion chamber arrangements. The first cylinder of the smaller cylinder is filled with a fuel injector 20, which may be a low pressure injector. This fuel is used to burn additional fuel entering the combustion space from the high pressure second injector 6. This unit is a typical diesel hybrid installation for the Merito engine, with the injector 6 being the typical high pressure diesel injector while the injector 20 may be a low pressure injector, delivering a small amount of diesel, other volatile, or gaseous fuel to a smaller cylinder. In such a device, the separated fuel fed by the injector 20 is ignited by means of a compression ignition without the use of a spark plug. It is, of course, possible to ignite diesel engines with a volatile fuel, such as gasoline, which is fed through a nozzle 20 and ignited by a spark using the STCI process described with reference to Fig. 15. One of the advantages of such a Merito / diesel hybrid engine is that it reduces or even eliminates the combustion delay period typical of a diesel engine, where conventional diesel noise can disappear. Another benefit is lower diesel engine smoke and particle emissions and acceleration of the combustion process and the resulting increase in diesel engine power density.

Merit engine in pure or hybrid form

1. Pure Merito engine

With a pure Merito engine running, for example, in the fuel ratio range of 10% (unloaded) to 80% at maximum BMEP, the air inlet to the larger cylinder may be clogged and without any fuel. With a pure Merito engine, it is impossible to completely ignite the fuel with a fuel factor of F = 100%, since a small amount of air in the larger cylinder cannot mix with the fuel during the combustion process. In addition, fuel combustion in the F range of 80% to 90% can produce unwanted nitrogen oxides in the exhaust, even though some of these oxides are already present in the exhaust. This will return an inefficient conventional three-way catalytic converter for use with the exhaust. At lower fuel ratios, such as 80% and about 20% excess air, lower temperatures of combustible gases may be sufficient to avoid the formation of nitrogen oxides.

the distance shown by the mechanism

In the pure Merito version, the ratio E of the smaller cylinder capacity is greatly increased to fit the maximum fuel content. In the indirect inlet device shown in Fig. 3, the crown diameter of the smaller piston 11 is limited by the need for a corresponding flame plate area in the inlet and outlet valves 5 and 40, although the crown may not be round as shown in Fig. 13c. The volume of the first cylinder 28a of the smaller cylinder may also increase as the stroke of the smaller piston, which is controlled by movement, increases. A simple straight upper finger, Fig.5, may require, for example, a stroke over 20 mm. A normal finger triggers the crank mechanism (not shown) and can enhance movement, for example, above a 30mm stroke. The double finger, the lever mechanism shown in Fig. 26, can greatly enhance the lift of the finger, for example, five times in a compact unit. Fig. 26 has two fingers 26 interconnected, for example, a gear (not shown) which swings a balancer 47 which contacts the fingers through springs 32. The end of the balancer 47 is secured to a smaller piston 11 by a rod 48 bolt 48 and a support 49 supported by an arc 49.

Fig. 7 shows a continuous induction stroke in the smaller cylinder 11, which may be 360 elbow angle positions or 180 finger angle positions. Such long finger lifting action is achieved by the finger 26 profile; less pressure is needed between the finger and the accompanying parts at a given stroke distance compared to the finger profile shown in Fig.25.

Conversely, the volume ratio of a smaller cylinder may be increased by increasing the channel diameter, despite the use of the indirect inlet device shown in Fig. 11. This device has significantly less interference between the inlet and outlet valves and the nozzle 38, which can be located adjacent the round edge of the flame plate adjacent the larger cylinder passage. The diameter of the smaller piston may therefore be increased and the acquired stroke volume of the smaller piston may be reduced.

Table I summarizes examples of pure Merita engine operation for four engine strokes. Capacity ratio E and fuel transfer ratio F are given for illustration purposes only.

TABLE I

The pure Merito form, an indirect intake installation as shown in Fig.21, is used in passenger vehicles to achieve high fuel economy in urban transport.

Volume ratio ratio E = 12% to 5%

Fuel = petrol (volatile)

Pressure ratio = 10: 1, short inlet process

Spark Inflammation Under Pressure (STCI)

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) (not clogged) 10th 10th 0 50 50 0 80 (maximum) 80 0

For a typical engine with a volume ratio E = ll%, the following values are appropriate:

occupied capacity (larger cylinder) - 500 cubic centimeters;

occupied capacity (in a smaller cylinder) - 60 cubic centimeters;

required combustion chamber capacity - 60 cubic centimeters.

2. Merito / diesel hybrid form

Fig. 17 shows a hybrid form of a Merito engine together with a diesel engine, and Fig.18 shows a four-stroke sequence of operation of such an engine. This unit uses two sprinklers. Injector 20 is a low pressure fuel injector for the Merito variant and injector 6 is a high pressure fuel injector for the diesel version. The injector 20 directs the fuel to the first cylinder 28a of the smaller cylinder during the action of the smaller piston induction. This starts with the release stroke of the larger piston. Only a small amount of fuel is supplied in the Merito variant, for example the fuel coefficient F = 10%, it may be constant or vary with engine load and speed depending on the combustion of a different design combustion chamber

The second injector 6 (a typical injector) is arranged to supply the remaining amount of diesel fuel, evenly distributed in the combustion chamber 1. Fig.23 shows the proper positions of the two injectors 20 and 6.

characteristics. diesel fuel

The engine shown in Fig.17 is ignited by compression ignition. The sequence of the four stroke cycle of this engine is described in Figs. 18a-18d. Fig. 18d shows the release stroke of the larger piston 2 at the start of the induction stroke of the smaller piston 11. A small amount of diesel fuel is injected into the first receptacle 28a of the smaller cylinder 15 by a low pressure injector 20. A small amount of exhaust gas also enters the smaller cylinder through the slot 29 at the start of the induction stroke.

During a larger piston induction stroke (Fig.18a), a smaller piston continues the induction stroke. At the end of the compression stroke of both pistons (Fig. 18b), the evaporative fuel in the smaller cylinder enters the combustion chamber 1, where it burns in contact with a hot process known as compression combustion. momentarily, the second injector 6, the diesel injector, provides Fig.18b. The fuel burns very airborne, This is typical when exposed to a fuel, such as a quick flame burner or a rise in temperature when ignited in a Merito variant. During the expansion stroke shown in Fig.18c, the smaller piston 11 remains stationary at its internal dead point position and does not interfere with the combustion process in the combustion space 1. The Merito / Diesel Hybrid is a burner unit in which a second cylinder is used to provide a fast and powerful ignition source for the main diesel fuel. feeder as previously described with reference to Fig. 16.

A second embodiment of the Merito / Diesel Hybrid variant shown in Fig.19 and a sequence of four stroke engine operating cycles is shown in Fig.20. In this device, a separate fuel injector 50, which is a high pressure injector serving a dual purpose: to supply a small amount of fuel, for example F = 10%, through the induction stroke of the smaller piston 11 (Fig.20d) and leave a larger diesel fuel adjacent the inner dead positions during the inlet and / or after the inlet process as shown in Fig.20b. Such a nozzle arrangement 50 allows the first amount of fuel to be supplied to the first receptacle 28a of the smaller cylinder 15 during a lower piston induction stroke and the second amount of fuel after about 500 crankshaft to be directed directly to the combustion space 1. The dual cycle fuel delivery can be split in several degrees of crank angles 46 and 26 separately and can be controlled by electronics. Such an electronic control diesel fuel injection system is provided for use with diesel engines. The proper position of the sprayer 50 is shown in Fig.22.

Fig. 20c illustrates the expansion stroke of the larger piston 2 with the smaller piston left stationary at the inner dead center position.

Merito / diesel hybrid installation Figures 18 and 20 clearly show that there are two different combustion systems.

Tables II and III summarize the performance of the Merito / diesel hybrid variant by way of example. Quantities of fuel factor F are selected for illustration.

TABLE II

Merit / Diesel Hybrid - Direct intake installation using a single double pulsed high pressure fuel injector as shown in Figs. 19 and 20 is widely used in passenger transport.

Volume ratio E = 5%

Fuel = diesel fuel

Press ratio = 16: 1

Joint pressure - inflammation

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) (not clogged) 10th 10th 0 20th 10th 10th 50 10th 40 100 10th 90

The following volumes are suitable for the volume ratio E = 5%:

occupied capacity centimeters; (in the larger 5 occupied capacity Centimeters; (in the smaller

per cylinder) - 500 cubic per cylinder) - 25 cubic extra combustion chamber inside) 8 cubic centimeters.

(smaller cylinder

TABLE III

The Merito / Diesel Hybrid variant - the dual fuel variant with the high pressure fuel injector 6 for the diesel variant and the low pressure injector 20 for the Merito variant as shown in Fig.17 - is widely used for heavy goods transport.

Volume ratio E = 3%

Fuel - Diesel fuel for the larger cylinder

Fuel - Petrol (or propane gas for a smaller cylinder)

The compression ratio is 14: 1

Spark-induced compression-inflammation (not shown in Fig.17)

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) (not clogged) 6th 6th 0 20th 6th 14th 50 6th 44 100 6th 94

Capacities of volumes for the ratio E = The following sizes apply for 3%: occupied capacity (in the larger per cylinder) = 2,000 cubic meters centimeters; occupied capacity (in the smaller per cylinder) = 60 cubic centimeters;

Additional combustion chamber capacity (larger piston crown - not shown) ~ 94 cubic centimeters.

It is quite clear that a pure Merito engine using diesel fuel with compression ignition is not a diesel engine. Such a Merito engine (shown in Fig. 11 inlet and Fig. 12 inlet) uses only one fuel source contacting the first tank 28a in the smaller cylinder and which directs the fuel to low pressure during the lower piston induction stroke. A pure Merito engine can run on diesel fuel as a pressurized ignition engine when operating as a pure Merito engine. For example, a variant of an indirect intake Merito engine, the smaller cylinder of which is shown in Fig. 14, may use diesel fuel, possibly in combination with spark ignition or STCI. Of course, as long as all of the fuel on this induction stroke will be injected by this engine into 20 smaller pistons, the engine will remain a pure Merito engine and will not be in diesel hybrid form

3. Merito / SIGE Hybrid Engine Features These units allow the pure Merito engine to work consistently with a SIGE or spark ignition petrol engine of the same design. Such an installation is shown in Fig. 23.

Fig. 23 shows an additional low pressure nozzle 22 and a throttle valve 23 mounted in the inlet pipe of the larger cylinder 3. Such a device is common in SIGE engines. The spark plug 24 is mounted in the combustion space 1 and serves a dual purpose. It ignites the fuel spilled into the Merito engine by STCI ignition or, on the contrary, ignites the premixed stoichiometric air fuel mixture in pure SIGE variant.

The hybrid installation with gasoline engines has the advantage of allowing the use of a stoichiometric air fuel mixture operating over a wide range of fuel factor F values, for example from 80% to 100%. As a result, all the oxygen that is separated from the exhaust gas is separated using a three-way catalytic converter. F values in the range of 80% to 100% cause the formation of many nitrogen oxides in the engine exhaust. The Merito / SIGE hybrid variant is discussed as a Merito engine engineered to operate in the same way as the SIGE. The smaller cylinder 15 of such an engine is large enough to accommodate a significant amount of fuel, such as over 80 percent of the natural fuel entering the engine at full load (F over 80%). In general, the larger the smaller cylinder 15, the larger the amount of fuel added to it and the greater the evaporation before inlet. The smaller cylinder 15 may have a volume ratio E, for example about 10% of the larger cylinder 3, although the close dimensions of the two cylinders require the design of the engine to be selected. The smaller cylinder may accommodate the combustion space 1 and may be constructed either with direct intake, indirect intake, or internal intake. The Merito engine features a spark (STCI), which uses a spark plug 24 to ignite a fuel such as gasoline with an average compression ratio in the range of 8: 1 to 12: 1. The spark ignites a small amount of fuel as it enters the combustion space 1 through the first receptacle 28a of the smaller cylinder. what is needed for combustion. It is important to note that this installation, with an accurate combustion schedule, may also depend on the occurrence of sparks.

The hybrid engine will operate as a Merito engine with a fuel ratio range, for example, from F = 0% to 80%.

When working with a fuel factor F higher, such as 80%, the pure variant of the Merito engine changes to a conventional spark-ignited petrol engine. This can be achieved by interrupting the supply of fuel to the smaller cylinder 15 through the nozzle 20 and by starting to supply fuel to the inlet nozzle 22 shown in Fig. 23. Such a nozzle feeds a substantially stoichiometric fuel mixture into the inlet pipe 4 of the larger cylinder 3. The fuel ratio range from F = 80% to 100% is now controlled by leaving stoichiometric use of throttle 23 which was fully opened in the Merito variant but now partially closed when fuel ratio F = 80% and opens fully when fuel ratio F = 100%.

In the pure SIGE variant, the injector 22 and the throttle 23 feed the stoichiometric fuel / air mixture to the engine, whereas in the pure Merito variant, the injector 22 does not operate and the injector 20 operates. The required stoichiometric amount of fuel can also be provided virtually simultaneously through both injectors 20 and 22.

Fig. 24 shows a pure SIGE variant of a hybrid four-stroke Merito SIGE hybrid. Fuel is injected into the inlet pipe by a nozzle 22 during the induction stroke of the larger piston 2 (Fig. 24). The spark plug 24 ignites the stoichiometric mixture at the end of the compression stroke (Fig. 24). The smaller piston 11 does not move during the expansion stroke (Fig. 24c) and therefore does not operate during the combustion process. During the discharge stroke (Fig. 24d), the injector 20 may not operate or, on the contrary, provide a small amount of fuel, as shown if the injector 22 is intended to deliver a slightly reduced amount of fuel. By exposing a small amount of fuel to the smaller cylinder 15, it helps cool the smaller piston crown, eliminating the problems of preheating.

Table IV summarizes the performance of the Merito / SIGE hybrid model by way of example. The fuel coefficient F values given are for illustration purposes only.

TABLE IV

For heavy duty passenger vehicle

Volume ratio E = 10%

Fuel = Gasoline

Press ratio = 8: 1

The Merit variant is spark-induced inflammation under pressure

The SIGE variant is a conventional spark ignition as shown in Figures 23 and 24

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) 10th 10th 0 (not clogged) 20th 20th 0 (not clogged) 50 50 0 (not clogged) 80 0 80 (clog) 100 0 100 (not clogged)

The following volumes are suitable for the volume ratio E = 10%:

occupied capacity (larger cylinder) - 400 cubic centimeters;

occupied capacity (in a smaller cylinder) - 40 cubic centimeters;

additional combustion chamber capacity (smaller cylinder) 17 cubic centimeters.

It is quite clear that the pure Merito engine that uses gasoline spark ignition is not a SIGE engine. Such a pure Merito engine shown in Fig.5 as a direct intake device and Fig.21 as an indirect intake device uses only a fuel injector 20 coupled to a smaller cylinder first tank 28a which directs fuel during a smaller piston induction stroke. The pure Merito engine can run on petrol and use spark ignition, but it is not a hybrid SIGE when operating as a pure Merito variant.

With the Merito / SIGE hybrid unit of Figures 24 and 25, the two combustion systems operate sequentially.

4. Merit / low-combustion SIGE hybrid engine variant

Fig.15 illustrates the operation of this engine. In it, the smaller cylinder 15 may have a low volume ratio E. The purpose of this Merito / Hybrid modification is to aid combustion of small amounts of blends added to the larger cylinder through the inlet valve 5. This hybrid form of the Merito and SIGE variants work in competition.

The volume ratio may, for example, be in the range of E = 2% to 5%, and the fuel factor F in pure Merit form may be, for example, 10%. This may cause the engine not to run in pure Merito form. As the power grows, some gasoline reaches the main air inlet pipe 4 of the larger cylinder through the nozzle 22.

In the lower part of the loaded BMEP, small amounts of the mixture supplied by atomizer 22 cannot ignite even in the Merit manner. In this case, throttle 23 is used to improve the mixture fed to the inlet valve 5 until such combustion is possible. This condition is illustrated by an example in Table V below, at an F value of 20% to 50%.

TABLE V

The low-burning gasoline engine is ignited by the Merito torch

Volume ratio E = 4%

Fuel = Petrol

Press ratio = 9: 1

The form of merit is spark-induced compression inflammation as shown in Fig.15

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) 10th 10th 0 (not clogged) 20th 10th 10 (not clogged) 50 10th 40 (clog) 80 10th 70 (do not clog) 100 0 100 (not clogged)

The following volumes are suitable for the volume ratio E = 4%:

occupied capacity centimeters (in the larger per cylinder) -500 cubic occupied capacity (in the smaller per cylinder) -20 cubic centimeters additional combustion camera capacity (in the larger of the piston

at the crown - not shown) ~ 40 cubic centimeters

Plasma inflammation

Returning to Fig. 15, this arrangement is suitable for further application in the invention. The smaller cylinder can be used as a powerful source of spark-induced plasma combustion for both SIGE engine applications operating stoichiometrically and for diesel engines operating at low compression ratios. In this unit, the smaller cylinder may have an even lower volume ratio E, to which a relatively small amount of fuel will evaporate. The fuel injector 20 can direct either a very small amount of volatile or gaseous fuel. The gaseous fuel may be distributed over a smaller piston induction stroke with a small valve actuated by electrical or pneumatic means. Hydrogen, propane or butane gas can, for example, be adapted to a smaller cylinder with a volume ratio of 1% or less. When operating on the engine as a Merito / low-combustion SIGE hybrid as shown in Fig. 15, or as a Merito / diesel hybrid as shown in Fig. 16, they operate similarly to the processes described above. The purpose of reducing the size of the cylinder 15 is simply to increase the combustion energy relative to the self-contained spark plug. Systems that supply spark plugs with a hydrogen source are known as plasma jet burners, for example. The Merite separation process prepares liquid butane, for example, which enters a smaller cylinder with low pressure during the induction stroke and leaves separated until it is ignited by a spark plug after admission. Therefore, the plasma will ignite the premixed SIGE engine air-fuel mixture or greatly improve the ignition and combustion processes in the diesel engine. Gasoline or other suitable fuel may be used to produce the plasma.

The piston 11 of the small smaller cylinder 15 will require a smaller movement mechanism, which may be electric or pneumatic.

The entire smaller cylinder assembly, along with the smaller piston, can be screwed into the cylinder head, replacing the stand-alone spark plug in SIGE engines or improving the ignition in diesel engines.

Fig.22 shows several possible positions of a fuel injector which supplies fuel to a smaller cylinder or to the combustion space.

Tables VI and VII illustrate, by way of example, diesel and stoichiometric gasoline-powered engines of Figures 15 and 16 using plasma ignition in the Merito variant.

TABLE VI

Plasma ignition is a typical direct injection marine diesel engine

Volume ratio E = 0.5%

Combustible Fuel = Gasoline

The compression ratio is 16: 1

Ignition - STCI

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) 10th 0.5 9.5 20th 0.5 19.5 50 0.5 49.5 80 0, 5 79, 5 100 0.5 99.5

For the volume ratio E = 0.5% the following values are appropriate:

occupied capacity (in a larger cylinder) - 5000 cubic centimeters;

occupied capacity (in smaller cylinder) centimeters;

cubic

Additional combustion chamber capacity (mounted on larger piston crown) = 305 cubic centimeters;

The smaller piston is electrically actuated.

TABLE VII

Plasma ignition - common for light goods transport with stoichiometric gasoline engine

Volume ratio E = 1%

Combustible Fuel = Gasoline

Pressure ratio = 10: 1

Ignition - STCI

Total fuel coefficient F for engine (%) F in the smaller one per cylinder (%) F in the larger per cylinder (%) 10th 1 9th 20th 1 19th 50 1 49 80 1 79 100 1 99

Capacities of volumes for the ratio E = 1% fits the following sizes: busy ralpa centimeters; (in the larger per cylinder) 1000 cubic meters busy ralpa centimeters; (in the smaller per cylinder) 10 cubes additional combustion chamber capacity 100 cubic meters

ce: '. c ime t ers;

The smaller piston is electrically actuated.

The placement of fuel injectors connected to a smaller cylinder depends on the design and future use of the Merito engine.Fig.22 shows the various positions.

The nozzle 20 is in a position allowing the low pressure nozzle to supply fuel to the Merito variant, this position having the advantage that the nozzle is covered by a smaller piston crown expansion stroke and most of the combustion process.

Sprayer position 50 is suitable for either a pure Merito variant or an electronically powered diesel

for the sprayer shown in diesel hybrid 19 and 20. device, If any position used Merito dude, fuel sprayer must withstand combustion pressures and

temperatures, although fuel such as gasoline should only be supplied at low pressure. The pin type sprayer, which is externally open, is suitable for this application. Controlling can be done by intermittent pumping or electronic control. If this position is used in diesel hybrid engines, the injector shall deliver diesel fuel at high pressure twice to the engine cycle.

The nozzle position 6 allows fuel to be injected evenly throughout the combustion chamber 1 and is most suitable for a high pressure diesel fuel injector operating as a Merito / diesel hybrid engine using two nozzles as shown in Figures 17 and 18.

Fig. 25 shows a Merito / SIGE hybrid device that uses different finger profiles 36 as compared to finger 26, which is shown at a distance. The finger profile 36 moves the smaller plunger substantially synchronously to the larger plunger during the induction stroke (Fig.25a) and during the compression stroke (Fig.25b). During the expansion stroke of the larger plunger 2 (Fig. 25c) and during the release stroke (Fig. 25d), the finger forces the smaller plunger to remain stationary in its inner point of death. Such a finger profile can be used in all Merito engine shapes, including hybrid ones. Alternatives are also available which allow the induction stroke of the smaller piston to start at the larger stroke of the piston (shown in Fig. 25d) and to end at the stroke of the larger piston (shown in Fig. 25a).

The finger profile 36 gives the smaller piston a higher velocity during the induction stroke compared to the finger profile 26. And for this reason, larger slower motors or with a lower capacity ratio E are more suitable.

Fig. 25 also shows an optional device suitable for a Merito / SIGE hybrid engine, wherein the actuator that actuates the smaller piston movement is disengaged when the engine operates purely as a SIGE, and is actuated when the engine is to operate as the Merito engine. The duty cycle illustrated in Fig. 25 is, inter alia, representative of the SIGE four-stroke duty cycle. Such disconnection can be used with any suitable finger profile or any movement mechanism (e.g., electric, mechanical, or pneumatic) selected to move the smaller piston. Can also be used on a Merito / diesel hybrid engine.

Claims (5)

DEFINITION OF INVENTION I. An internal combustion engine comprising at least one pair of first and second cylinders (3,15) having a capacity of said first cylinder (3) larger than said second cylinder (15), respectively, of the first and second pistons (2,11), having reciprocating means in said cylinders, said second piston (11) having a movable shaft (13), an air inlet means (4) connected to said first cylinder (3), an outlet means (51) connected to said first cylinder; a cylinder (3), means for defining a common combustion space (1), transmission means (17,29), retaining means, a first fuel source, for supplying fuel to said second cylinder (15), characterized in that said movable shaft divides said second cylinder a cylinder (15) in a first receptacle (28a) for moving said second piston moving rod (13) and a second receptacle (28b) between said two pistons, said means defining a combustion space (1) common between said two pistons; said combustion space comprising said second container (28b), said transmission means (17,29) for transmitting a gas stream between said first and second containers (28a); 28b), at the end of the compression stroke in said first container (28a), the retaining means (29,25) retards the movement of the fuel / air mixture from said first container to said second container to the end of said second piston (11) compression stroke; 20,50) for supplying fuel to a first receptacle (28a) of said second cylinder (15), and also comprising means for driving (52) said second piston (11), said means comprising means for supporting said second piston (11). 11) substantially stationary in or adjacent to the internal point of death at least during the first stroke of the first piston (2). 2. The engine of claim 1, wherein said second piston comprises a crown (14) with an edge (16) uniformly spaced from said adjacent wall (15a) of said second cylinder (15) to form a gap (29) therebetween, said transmission means comprising means (17) formed at the end of said second cylinder (15) spaced from said first cylinder (3) and defining a first bypass (17) about said edge (16) of said second piston crown (14) when said second piston (14). 11) located at or adjacent to the point of death, said gap being of the same size as substantially restricting the gas passage between said side wall and said second piston crown (14) from said first container into said combustion space until the end of the compression stroke, in addition, said means includes said detention means. 3. An engine as claimed in claim 1, wherein the second piston has a crown (14) with an edge (16) radially offset from the adjacent wall (15a) of said second cylinder (15) to form a gap (29) for gas flow between said first and second receptacles (28a, 28b) during said stroke of said second piston (11), said passage accommodating said passage, and said retaining means include a relative compression to inlet ratio determined by said first and second cylinders (3,15); An inlet compression ratio equal to or greater than 1. 4. An engine according to claim 1, characterized in that the second piston has a crown (14) with an edge (16) radially offset from an adjacent wall (15a) of said second cylinder (15) to form a gap (29) for gas flow between said the first and second receptacles (28a, 28b) during said stroke of said second piston (11), in addition to accommodating said transmission means in said gap, having said retaining means comprising coupling means (25) between said first and second pistons (2,11). and utilizing a differential pressure across said slit for preventing the fuel / air mixture from flowing from said first container (28a) to said second container (28b) at the end of the second stroke (11) of the compression stroke. 5. An engine according to claim 1, characterized in that the transmission means comprises means (17) formed at the end of said second cylinder (15) spaced from said first cylinder (3) and defining a first bypass (17) about said second piston, said second piston (11) being at or adjacent to an internal die point position, and said retaining means comprising a relative compression ratio to the inlet capacity determined by said first and second cylinders (3,15), said relative compression ratio to or greater than 1. 6. An engine according to claim 1, characterized in that said transmission means comprise means (17) formed at the end of said second cylinder (15) disposed at said first cylinder (3) and defining a first bypass (17) about said second piston, wherein said second piston (11) is in or adjacent to an internal die point position, and said retaining means include coupling means between said first and second pistons (2,11) and employing a differential pressure across said gap to prevent the fuel / air mixture from leaking from said piston. a first receptacle (28a) into said second receptacle (28b) at the end of the compression stroke of the second piston (11). 7. An engine according to claim 2, wherein said retention means comprises a relative inlet compression ratio determined by said first and second cylinders (3,15), said relative inlet compression ratio being equal to or greater than 1. An engine according to claim 2, 5, 6 or 7, characterized in that said first bypass means (17) is cut on the wall (15a) of said second cylinder (15) extending at least a portion of the circumference of said second cylinder. An engine according to claim 2, 3, 5, 7 or 8, characterized in that said retaining means comprises coupling means (25) between said first and second pistons (2,11) and utilizing a differential pressure across said gap to prevent for passing the fuel / air mixture from said first container (28a) to said second container (28b) at the end of the compression stroke of the second piston (11). 10. The engine of claim 1, wherein the second piston has a crown (14) with an edge (16) radially spaced from an adjacent wall (15a) of said second cylinder (15) to form a gap (29) for gas flow between said during the strokes of the first and second receptacles (28a, 28b) of said second piston (11), said transmission means comprise a slit (29) and means (17) formed at the end of said second cylinder (15) spaced from said first cylinder (3). and defining a first bypass (17) about said edge (16) of said second piston crown (14), wherein said second piston is in or adjacent to an internal die point position, and has said retention means comprising coupling means (25) between said first and a second piston (2,11) and utilizing a differential pressure across said gap to prevent the fuel / air mixture from passing from said first container (28a) to said second container (28b). at the end of the compression stroke of the second piston (11). 11. The engine of claim 1, wherein the second piston comprises a crown (14) with an edge (16) radially spaced from an adjacent wall (15a) of said second cylinder (15) to form a slot (29) for gas flow between said during the strokes of the first and second receptacles (28a, 28b) of said second piston (11), said transmission means comprise a slit (29) and means (17) formed at the end of said second cylinder (15) spaced from said first cylinder (3). and defining a first bypass (17) about said edge (16) of said second piston crown (14), wherein said second piston is in or adjacent to an internal die point position, said retaining means comprising a relative compression to inlet capacity determined by said first and a second cylinder (3,15) having a relative permeation ratio equal to or greater than 1. 12. The engine of claim 1, wherein said retaining means comprises a relative inlet compression ratio determined by said first and second cylinders (3,15), said relative inlet compression ratio being equal to or greater than 1, said interconnection means (25) between said first and second pistons (2,11) using a differential pressure across said gap to prevent the fuel / air mixture from passing from said first container (28a) to said second container (28b) upon compression of the second piston (11). said transmission means comprising means (17) formed at the end of said second cylinder (15) disposed at said first cylinder (3) and defining a first bypass (17) about said edge (16) of said second piston crown (14), wherein said second piston is in or adjacent to the internal point of death. 13. The engine of claim 12, wherein the second piston has a crown (14) with an edge (16) radially spaced from an adjacent wall (15a) of said second cylinder (15) to form a gap (29) for gas passage therethrough. first and second receptacles (28a, 28b) during the stroke of said second piston (11), said passage accommodating said transmission means. 14. An engine according to any one of claims 4, 6, 9, 10 or 12, wherein said coupling means (25) is mechanical. 15. An engine according to any one of claims 10 to 13, characterized in that said first bypass means (17) is cut on the wall (15a) of said second cylinder (15) extending at least a portion of the circumference of said second cylinder. 16. An engine according to claim 8 or 15, characterized in that the first bypass means (17) is defined by a sudden or gradual expansion of the passage of said second cylinder (15). Engine according to claim 8 or 15, characterized in that said cut-out (17) and said piston edge (16) together form a separate slot for improving air-mixing of the fuel / air mixture entering said second container (28b) with said second container (28b). in the tank. Engine according to one of Claims 2 to 17, characterized in that said transmission means comprise means (35) formed at the end of said second cylinder (15) closer to said first cylinder (3) and which define a second bypass about said second piston. (11), wherein said second piston (11) is in or adjacent to the outer die point position. 19. The engine of claim 18, wherein said second bypass means (35) has an axial length greater than the edge (16) of said second piston crown (14). 20. An engine according to claim 18 or 19, characterized in that said second bypass means (35) is cut on the wall (15a) of said second cylinder (15) extending at least a portion of the circular portion of said cylinder. Engine according to claim 18, 19 or 20, characterized in that the second bypass means (35) is defined by a sudden or gradual increase in the passage of the second cylinder (15). 22. An engine as claimed in any one of the preceding claims, wherein the shaft (13) of said second piston (11) has the ability to slide axially into the head channel of the engine cylinder. Engine according to any one of the preceding claims, characterized in that the shaft (13) of said second piston (11) has the ability to slide axially in the head channel of the engine cylinder, and other transition means (53) of said engine connecting said channel to said air. inlet means (4) for supplying volatile gas from said duct to said air inlet means. 24. An engine as claimed in any one of the preceding claims, characterized by means (9, 39, 37, 38) for inducing a gas vortex flowing between said cylinders (3, 15). 25. The engine of claim 24, wherein said means for inducing a gas vortex flowing between said cylinders (13, 15) comprises a crown (9) formed on the crown of said first piston arranged to engage said second cylinder (15), the first piston approaches its internal point of death point. 26. The engine of claim 25, wherein said projection (9) has an opening (39) for directing said gas vortex flow upstream. 27. The engine of claim 24, wherein said means for inducing a gas vortex flowing between said cylinders (3, 15) comprises a stop (37, 38) between said cylinders (3, 15), wherein said stop has an opening. (38) directing said gas vortex flow upstream. Engine according to any one of claims 1 to 23, characterized in that, in addition, the baffle (37, 38) is inserted between said first and second cylinders (32, 15), said baffle having an opening (38) for directing said gas vortex flow. direction. An engine according to any one of the preceding claims, characterized in that said first fuel source (20) is a low pressure fuel injector mounted on said second piston (11) during combustion. 30. An engine according to any preceding claim, wherein said first fuel source (20, 50) is a liquid fuel injector. 31. An engine as claimed in any one of the preceding claims, wherein said first fuel source (20, 50) is a gaseous fuel delivery device. 32. An engine according to any preceding claim, further comprising means (24) for igniting fuel in said combustion space (1). 33. The engine of claim 32, wherein said ignition means (24) comprises a spark plug, a glow plug, and other ignition devices. 34. An engine according to claim 32 or 33, wherein the layer of catalytic material is located at a selected location in said combustion space (1). 35. An engine according to claim 8 or 15, wherein the ignition means (24) comprises a spark plug housed in a cavity of said wall (15a) of said smaller cylinder (15), wherein said cavity may open into said first bypass means (17). 36. An internal combustion engine according to any one of the preceding claims, characterized in that the second fuel source (6) is a high pressure fuel injector arranged so that said second piston (11) is in or adjacent to the dead center position, said second fuel source (6) can direct to said combustion space (1) an amount of fuel under added pressure and replenish the amount of fuel supplied to said first container (28a) from said first fuel source (20). 37. An internal combustion engine according to claim 36, further comprising means (54) for controlling said first fuel source (20) to supply said first container (28a) with a portion of the fuel from the total amount of fuel starting and ending with said second piston. being in a predetermined position distal to its internal die point position and controlling said second fuel source (6) supplying the remainder of the fuel to said combustion space (1) when said pistons (2, 11) are in their inner die point position; in or adjacent to it. An internal combustion engine according to any one of claims 1 to 35, characterized in that said first fuel source (50) is a high pressure fuel injector mounted on the wall of said second cylinder (15), directing fuel directly to both said second cylinder (15). 15) said first and second receptacles (28a, 28b). An internal combustion engine according to claim 38, characterized by means (54) for controlling said first fuel source (50) to supply to said first receptacle (28a) a portion of the fuel from the total amount of fuel starting and ending with said second piston. is in a predetermined position remote from its internal die point position and supplying the remainder of the total amount of fuel to said combustion space (1) with said pistons (2, 11) in or adjacent to their inner die point position. 40. An internal combustion engine according to claim 39, wherein said control means (54) operates by supplying a total amount of fuel at two or more pulses or at a continuously constant or variable flow rate over a given period such that said first amount of fuel is directed to said first a container (28a) during said induction and / or compression stroke of said lower cylinder (15) of said second cylinder (15), and said subsequent amount of fuel is directed to said combustion space (1) at or after the intake. Engine according to any one of the preceding claims, characterized in that the variable flow area valve means (23) is arranged upstream of said air inlet means (4) connected to said first cylinder (3), limiting air supply to said first cylinder. cylinder. An internal combustion engine according to any one of claims 1 to 35, characterized in that the variable flow area valve means (23) is arranged upstream of the direction of said air inlet means (4) connected to said first cylinder (3). supplying said first cylinder, and the second fuel source (22) having said air inlet means (4) of said first cylinder (3), enabling the spark to ignite the fuel / air mixture, thereby enabling the engine to operate in SIGE mode. Engine according to any one of claims 1 to 31, characterized in that it further comprises a second fuel source (22) for supplying fuel to said first cylinder (3), variable-flow area valve means (23) provided against said air the direction of the inlet means (4) connected to said first cylinder (3) by limiting air supply to said first cylinder, means (24) for igniting fuel in said combustion space (D, control means (54) for controlling said means of ignition, and means, ensuring that the pressure and temperature reached in the combustion space at the end of the compression stroke do not have the potential to cause spontaneous ignition of the fuel used. 44. The engine of claim 43, wherein said ignition means (24) comprises a spark plug housed in a cavity of said wall (15a) of said smaller cylinder (15). 45. An internal combustion engine according to claim 43, further comprising control means (54) controlling said first and second fuel sources (20, 22) and said variable flow area valve means (23) adapted to the said SIGE mode, wherein said first fuel source is inactive or substantially inoperative and said variable flow area valve means (23) has the ability to control a substantially stoichiometric fuel / air mixture induced in said first cylinder (3), wherein said second fuel the source (22) being inactive or substantially inactive, and said variable flow area valve means (23) being substantially inactive or fully open. Engine according to any one of claims 1 to 35 and 41 to 45, characterized in that the unloaded engine can be operated by supplying fuel from said first fuel source (20, 50) into the air entering said first receptacle of said second cylinder (15). (28a), injecting said mixture into said combustion space (1) by introducing a significant amount of air into said first cylinder (3), limiting the compression temperature below the amount of compression ignition, said mixture being ignited by a spark plug when said piston (11) occupies a position close to the position of the inner point of death. 47. An engine as claimed in any one of the preceding claims wherein said combustion space (1) comprises said second container (28b). 48. An engine according to any one of claims 1 to 46, wherein said second container (28b) comprises said combustion space (1). Engine according to any one of the preceding claims, characterized in that said support means have the ability to hold said second piston (11) stationary at or adjacent to at least a portion of said expansion and release stroke of said first piston (2). 50. An engine according to any one of the preceding claims, characterized in that said movement means (52) are capable of driving said second piston (11) in a smaller portion of said stroke than said first piston (2) of a first portion of said second piston (11). and accelerating the movement of said second piston (11) during a subsequent portion of its compression stroke, causing said first and second pistons to reach their inner dead center position substantially simultaneously. 51. The engine of claim 50, wherein said second piston (11) comprises guiding means (32) pushing said second piston to its internal dead center position, said movement means comprising finger means (26, 36) for driving said second piston. (11), and said finger means (26, 36) may, in their profile, disengage from said second piston (11) during angular movement, thereby allowing said second piston to move during a subsequent portion of its compression stroke. 52. An engine according to any one of claims 1 to 50, characterized in that said means of movement comprise said finger means (26, 36) to drive said second piston (11). 53. An engine according to any one of the preceding claims, characterized in that said movement means have the ability to drive said second piston (11) through its induction stroke during both stroke and induction of said first piston (2). 54. An engine according to any one of claims 1 to 52, wherein said movement means is capable of driving said second piston (11) during its induction stroke while said first piston (2) moves during its induction stroke. 55. An engine according to any one of the preceding claims, further comprising means for maintaining said second piston (11) at its inner dead center position during each cycle of said first piston (2) thereby enabling the engine to operate as a simple engine. 56. An engine according to any one of the preceding claims, wherein said means of movement comprises electric, pneumatic or hydraulic means of movement. A method of operating an internal combustion engine according to claim 1, wherein feeding a first preselected amount of fuel to said second cylinder during induction and / or compression of said second piston (11), supplying a second preselected amount of fuel to said first cylinder (3). ), during said induction stroke of the first piston, by supplying a pre-selected fuel / air ratio mixture in said first cylinder (3), supplying ignition energy to said combustion space (1) at the start of the intake and before completion to ignite a portion of the injected fuel. providing ignition on said fuel / air mixture first than induced in said first cylinder (3), characterized in that, as said, it supplies a first preselected amount of fuel to said first container (28a) of said second cylinder. 58. The method of claim 57, wherein said pre-selected fuel / air mixture in said first cylinder (3) is weaker than stoichiometric. 59. The method of claim 57, wherein said pre-selected fuel / air mixture in said first cylinder (3) is substantially stoichiometric. The method of operating an internal combustion engine according to claim 1, which supplies a first preselected amount of fuel to said second cylinder during induction and / or compression strokes of said second piston (11), supplying ignition energy to said combustion space (1) upon initiation of injection. and before it expires to ignite a portion of the fuel injected, thereby raising the temperature and compression in said combustion space (1) to a level suitable for igniting the pressure fuel injected residues, characterized by supplying said amount of fuel to the first receptacle of said second cylinder (15) (28a). 61. The method of claim 60, further comprising supplying a further predetermined amount of fuel to said first cylinder (3) during said first piston induction stroke, and also controlling the amount of air induced in said cylinder (3) by supplying a predetermined amount of air. a fuel / air ratio to said first cylinder (3). 62. The method of claim 61, wherein said preselected fuel / air mixture is substantially stoichiometric. 63. The method of claim 60, 61 or 62, further comprising compressing air induced in said first cylinder (3) and controlling temperatures and pressures, ending compression when the level is insufficient to cause preheating, and supplying ignition energy to said combustion space. (1). 64. The method of any of claims 60-63, wherein said first preselected amount of fuel is ignited by a spark to generate said ignition energy. 65. The method of any one of claims 60-63, wherein said first preselected amount of fuel is ignited by pressure to generate said ignition energy. 66. The method of claim 60, further comprising injecting a second preselected amount of fuel at high pressure into said combustion space (1) at the end of said second piston compression stroke by compression ignition. 67. The method of claim 66, wherein said first preselected amount of fuel is injected into said first container (28a) of said second cylinder (15) during an induction stroke of said second cylinder. 68. The method of claim 66 or 67, wherein said second fuel is a low octane or high ketone fuel and said first fuel is lacquered higher octane fuel. 69. The way according to Item 68, b e s i s k i r i a n t i s in that mentioned first fuel is gasoline. 70. The way according to Item 68, b e s i s k i r i a n t i s in that mentioned second fuel is diesel fuel. 71. The method of any one of claims 60-70, wherein said second piston (11) participates in an induction stroke for at least a portion of the release and induction stroke of the first piston (2). 72. The method of claim 71, wherein said second piston (11) participates in an induction stroke substantially throughout the release and induction stroke of said first piston (2). 73. A method according to any one of claims 60 to 72, characterized in that said second piston (11) is subjected to a compression stroke substantially throughout said compression stroke of said first piston (2). 74. A method according to any one of claims 60 to 73, characterized in that said second piston (11) leaves a substantially stationary internal die point position for substantially the entire expansion stroke of said first piston (2). 75. A method according to any one of claims 60 to 70, wherein said second piston (11) retains substantially stationary its internal die point position for substantially the entire stroke of the first piston (2).