MX2008015124A - Two-stroke internal combustion chamber with two pistons per cylinder. - Google Patents

Abstract

Symmetrical direct-injection two-stroke horizontal internal combustion chamber formed by two axially placed pistons per cylinder with aspiration forced by supercharger blower with two helical rotors with three lobes each, which supply the combustion chamber by forcing the entry of pressurized air inside the cylinder using, for that purpose, two pairs of sets of ports strategically located in the wall of the sleeve, one of them to be used for the intake whilst the other is to be used for the exhaust, the principal characteristic of the chamber being the greater volumetric capacity of air per time unit and high compression ratio, with double crankshaft synchronized by gears, with low fuel consumption, for the use of gas, gasoline, diesel and hydrogen.

Description

ENGINE WITH TWO-TIME INTERNAL COMBUSTION CHAMBER WITH TWO PISTONS FOUND BY CYLINDER TECHNICAL FIELD OF THE INVENTION The present invention relates to engines for vehicles, specifically the present invention refers to two-stroke engines for land, air or industrial vehicles, where the engines can be of different number of cylinders, for use with gas, gasoline, diesel, hydrogen, etc.

Description of the Prior Art The two-stroke engines of an internal combustion engine, differs from the most common four-stroke engines, completing the same four processes - intake, compression, expansion and exhaust - in two linear movements of the piston, ie , one turn of the crankshaft. This is achieved by using the principle of compression time and the end of the expansion time, to perform gas admission and exhaust functions. This allows an expansion time for each revolution of the crankshaft, instead of every second revolution, as it occurs in four-stroke engines. For this reason, two-stroke engines provide a high specific power, so these two-stroke engines are valued in industrial applications. The usual characteristics of a two-stroke engine, unlike a four-stroke engine, are: (1) both sides of the piston perform a function simultaneously in a two-stroke engine, unlike the four-stroke engine, in which only the upper face is active; (2) in a two-stroke engine, the entry and exit of gases to the engine is done through the ports, which are holes located in the cylinder; (3) the two-stroke engine lacks the valves that open and close the passage of gases in four-stroke engines; (4) in a two-stroke engine, the piston, depending on the position it occupies in the cylinder at a given moment, opens or closes the passage of gases through the ports; (5) In a two-stroke engine, the crankcase must be sealed and serves as a pre-compression chamber, compared to a four-stroke engine, where the crankcase serves as a lubricant reservoir; (6) Finally in a two-stroke engine, lubrication is achieved by mixing oil with the fuel in a proportion capable of varying, unlike a four-stroke engine where the lubrication is effected by the crankcase.

A characteristic of two-stroke engines already known in the art is to exchange gases in the combustion chamber using a pressurized gas fluid supplied by a blower with helical rotors. The pressurized gas fluid enters through the intake port (s), which are holes in the wet sleeve of the cylinder, located at the perimeter of the wall of the jacket at the place known as the bottom dead center. The fluid under pressure, causes a sweep of the combustion gases towards the outside of the chamber through second holes located in the head of the engine. Said holes located in the head of the engine, allow the valves to settle and consequently, allow the valves to remain closed from and during the compression stroke, until the end of the force stroke to later open, allowing the escape sweep of the combustion gases. The alternative movements in the cylinders of the two-stroke engines known in the prior art, which perform the four exhaust valves per cylinder to open or close, are due to the action of a cam that rotates, pushes and compresses its four springs with the valves discovering the luminaries. The cubic or cylindrical capacity of the chamber is the capacity of the volume of gas allowed inside the cylinder between the displacement space left by the piston, in view of the fixed position of the head from the top dead center to the bottom dead center, so in this way, the power supplied by an engine depends both on the energy of the fuel used, as the amount of gas admitted inside the chamber or cubic capacity, as well as the high compression ratio resulting from the design of revolutions per minute. Documents disclosing two-stroke engines with the above-mentioned characteristics are known from prior art. For example, British Patent No. 510,542 discloses a two-stroke, direct injection symmetric internal combustion chamber, formed by two pistons axially found per cylinder, with two sets of ports, where each set has two ports that are themselves distributed in the walls of the shirt in the lateral dead center, supplied with compressed air through compressors -alternative, centrifugal, or axial- and with a synchronized sweep of the exhaust gases, from the set of intake ports to the set of exhaust ports produced by the synchronization of the crankshafts associated to each cylinder by means of a gear train. Unlike the present invention, the aforementioned patent shows a two-stroke engine where half a block of pistons is used as air compressing elements. Therefore, in view of the fact that half piston block and its parts must be in motion, the performance of the engine is affected and reduced by excess weight, as well as excess friction. In British Patent No. 584,783 a two-stroke internal combustion engine having a plurality of cylinders with open ends is disclosed. Each cylinder contains two opposite pistons, which during their reciprocation towards and against each other, covering and discovering the ports, which can be considered as intake orifices and exhaust ports. The opposed pistons are coupled by connecting rods to the crankshafts, which are coupled together and at an outlet, by a set of helical rotors including rotors in the crankshafts. Said patent shows the body of the pistons axially found per cylinder, as well as the ports and the crankshafts, however, unlike the present invention there is no mention of how the circulation of the pressurized air fluid necessary to cause the sweep of the gases inside the chamber. Therefore, said patent discloses an engine that is partially devoid of an air pump. U.S. Patent No. 3,386,424 discloses a two-stroke internal combustion engine showing two heads of identical cylindrical blocks, two identical interchangeable cylindrical blocks, which are located on a central crankshaft and at opposite angles of 180 °; said cylindrical blocks are stamped identical to provide six cylinders in each block, where all are open at both ends. The six cylinders in each block consist of two pairs of power cylinders and two smaller diameter service cylinders vertically centered between each pair of power cylinders to form two pairs of three cylinders in each block. In the above mentioned patent it is not disclosed that the pistons are found per cylinder. Furthermore, in the above-mentioned patent it is disclosed that the air supply is effected by means of a three-lobed rotary compressor. U.S. Patent No. 6,182,619 discloses a two-stroke internal combustion engine, which includes an engine block that encapsulates a cylinder assembly and holds the components of the assembly together. The engine block also includes a body block that separates a pair of opposite end caps that are held together by four locks that are spaced apart, extending between the end layers. Additionally, each end layer includes an end plate that provides access to the cylinder assembly. The number of cylinder assemblies incorporated into the engine can be varied according to the power required by the engine. A plurality of ports are circumferentially oriented in a cylindrical housing, where the ports extend substantially transverse through each cylinder wall, releasing exhaust fluid from the cylinder chamber. The ports are positioned around a circumference of the cylindrical housing in the exhaust section of the cylindrical housing. Similarly a plurality of intake ports are positioned around the circumference of the cylindrical housing in the inlet section. To direct forced gas into the cylindrical chamber, the 10 intake ports can be connected to a manifold, which in turn is connected to an intake pump to provide a pressurized fluid to the chamber through the intake ports. The pistons are substantially opposed and positioned within the cylindrical chamber. The pistons are 15 coupled with a connecting rod to a crankshaft. The pistons are adapted 'to move between a first position in which the pistons are spaced apart from each other, and a second position in which the Pistons are close to each other. It must be recognized that the movement of the first piston inside the cylindrical chamber, opens 20 and selectively closes the exhaust ports, while movement of the second piston within the cylindrical chamber selectively opens and closes the intake ports. In the aforementioned patent no water coolers of the cooling system are shown around the jacket, so the seals that are required between the air galleys are not shown, unlike the present invention, where the seals are represented with two different diameters, where the largest diameter corresponds to the exhaust toroidal and the smaller diameter to the toroidal intake. Additionally, in US Pat. No. 6,182,619 a vacuum valve is not shown without which the pistons shown in FIG. 3 of said patent can not be initially separated, so that a pneumatic lock is formed which prevents the crankshaft from rotating, reason why the correct operation of the invention is not allowed. The patent does not show an oil communication between the two vats. Additionally, the patent does not show the necessary and indispensable air pump to feed the compression chamber and to effect the gas sweeping circulation between the corresponding intake and exhaust ports. The shirts shown in said patent are not interchangeable or wet. In view of the size of the body of the injector shown in said patent, said injector is mechanical and not hydraulic. The coupling and fastening of the bodies that constitute the monoblock passed from one bench to the other. Finally, another difference between the present invention and the above mentioned patent is that a mechanism for the synchronization of the crankshafts is not disclosed. Therefore, a two-stroke engine capable of increasing the cubic capacity of the combustion chamber is required, which in turn increases the compression ratio and eliminates the stress resistance exerted by the springs and valves, cooling in turn , automatically in each cycle to the wet sleeve or cylinder wall.

Brief Description of the Invention The present invention contemplates a symmetric internal combustion chamber two times of direct injection, which includes two pistons axially found in each cylinder, where the pistons are specially conditioned with a pair of ports assemblies. The chamber is a bi-block formed by a lid and a base, where the lid and base form a single block. The bi-block cylinder in line with ports, is arranged in such a way that the pistons are opposite, that is, a piston in front of another piston and since each of the cylinders are in horizontal position, the two pistons are aligned horizontally and axially found inside the cylinder.

The lumen assemblies are distributed opposite each other, along the wet sleeve or cylinder wall. Additionally the port assemblies are aligned according to the wet sleeve, that is, a first set of ports is aligned with the intake means, while a second set of ports is aligned with the exhaust means. As a result, the nozzles of the injectors and the respective intakes of said injectors are aligned. The symmetric chamber is a chamber that allows the forced aspiration of gas pressure by means of a helicoidal rotor blower. Thus, the louvres assist the chamber in the forced aspiration of gas pressure, allowing a synchronized sweep of the combustion gases, from the set of intake ports, to the set of exhaust ports. The distribution of both set of ports captures twice the volume of gas per unit of time inside each combustion chamber, increasing the compression ratio, eliminating the resistance and eliminating the mechanisms of valves and springs used in conventional engines. The axially found pistons are located inside the wet sleeve of the cylinder. A common space between each axially found piston is formed. The common space and cylinder walls form the internal combustion chamber. The temperature of the gases inside the combustion chamber and the fuel injection create combustion by ignition inside the combustion chamber. The pistons axially found per cylinder, are able to move in two alternative directions inside the sleeve. When moving, the pistons determine two different positions, a first position being a lateral dead center and a second position being a central dead center. In the first position, that is to say in the lateral dead center, a gas sweep is carried out, which refers to the simultaneous admission and exhaust of gases. In the second position, ie the central dead center, the gas compression and the ignition of the injected fuel are carried out. When performing gas compression and fuel ignition, ie when the piston is in the second position, the piston is able to return to the first position, completing the piston stroke and therefore completing a two-stroke combustion cycle. . To create a temperature balance between the ports and the cylinders, the ports in the cylinders alternate. That is, while in the first cylinder the intake ports and the exhaust ports will be functioning as intake ports and exhaust ports respectively, in the second cylinder the intake ports and the exhaust ports will be functioning upside down, ie , the intake ports as exhaust ports, while the exhaust ports shall be operated backwards, ie, the exhaust ports as intake ports. By alternating the ports in the cylinders, the intake means and the exit means also alternate depending on the cylinder, so the heat is distributed, which is irradiated with the environment by conversion, when the area is exposed of the surface of the lid of the bi-block. Therefore, in a main aspect of the invention, a two-stroke engine, comprising a cover and a base forming a cylinder chamber, at least two cylinders having a wet sleeve, where said cylinders are housed in the chamber of cylinders, wherein in said wet sleeve there is at least one intake port and at least one exhaust port; a pair of pistons found within each cylinder, the pistons being adapted to move between a first position where the pistons are spaced apart and a second position where the pistons are close; at least one intake means per cylinder connected to said cover, which admits gas inside the cylinder by means of the intake port; at least one exhaust means per cylinder connected to said base, which allows the escape of gas from the interior of the cylinder by means of the exhaust port; wherein said intake port and said exhaust port and the corresponding intake means and exhaust means alternate from the position of one cylinder to another adjacent cylinder, so that in the adjacent cylinder, the intake port works as the port of the cylinder. exhaust and exhaust port as intake port and vice versa for the next cylinder. Therefore, it is an object of the present invention to provide a two-stroke engine capable of increasing the cubic capacity of the combustion chamber. Another object of the present invention is to provide a two-stroke engine capable of increasing the compression ratio. Still another object of the present invention is to eliminate the stress resistance exerted by the springs and valves. Another object of the present invention is to provide an engine capable of fulfilling the objects mentioned above, and to maintain the cylinders at temperatures substantially lower than those known in the prior art. It is another object of the present invention to provide an engine that has a lower weight than those known in the prior art. Another object of the invention is to provide an engine that is capable of reducing the kinetics within it.

In view of the two above objects, it is another object of the present invention to provide an engine that reduces the emission of pollutants, without underestimating the power, providing an advantageous weight / power ratio. Other objects and advantages of the present invention will be apparent when reference is made to the description taken in conjunction with the following figures.

Brief Description of the Figures 10 The particular features and advantages of the invention, as well as other objects of the invention, will be apparent from the following description, taken in connection with the accompanying figures, which: Figure 1 is a front view of a cross section of | 15 the internal combustion symmetric chamber. Figure 2 is a front view of an exploded cross section of the symmetrical internal combustion chamber. Figure 3 is a top view of an engine using the internal combustion symmetric chamber of the present invention. Figure 4 is a right side view of a partially exploded longitudinal section of an engine using the symmetrical internal combustion chamber of the present invention.

Figure 5 is a rear view of an engine using the symmetrical internal combustion chamber of the present invention. Figure 6 is a top view of the engine using the symmetrical internal combustion chamber of the present invention. Figure 7 is a bottom view of the engine using the symmetrical internal combustion chamber of the present invention.

Detailed Description of the Invention Figure 1 is a front view of a cross section of the symmetrical internal combustion chamber (1) of two times, with the multiple intake means (52) and exhaust (53) integrated thereto. The symmetric chamber (1) is formed by a lid (26) and a base (29), where the lid (26) is similar to the base (29). The lid (26) and the base (29) are joined by means of vertical screws (39), as well as by means of the fastening of some tubs: (6) of oil to the chamber (1), where a first part from the tub (6) is attached to the lid (26) by means of side screws; (8), and a second part of the tub (6) is attached to the base (29) by means of side screws (8). The screws of the bearing (9) are also capable of holding the cover (26) and: base (29) of the bi-block. Between the cover (26) and the base (29), there is the wall (20) of the cylinder (4), also called wet sleeve (20), where a part of the wall (20) of the cylinder (4) is in contact with the cover (26) and another part of the wall (20) of the cylinder (4) is in contact with the base (29). The lid (26) is rectangular in shape and in the middle part of said lid, there is a valley of less height than the rest of the rectangle. Being the same as the lid (26), the base (29) is also rectangular in shape with a valley of less height than the rest of the rectangle. The lid (26) is directly coupled to the gas inlet (60), by means of the blower (2) or compressor, as well as by multiple intake means (52). The gas inlet (60) carries a certain volume of gas. When passing through the compressor (2), the volume of gas is reduced by means of rotors (3), which are helicoidal trilobal rotors, thus increasing the pressure and temperature of the gas. Therefore, upon reaching the multiple intake means (52), the gas is under pressure, and is maintained under pressure along its path by the multiple intake means (52). The intake means (52) are directly coupled with the intake ports (61) of the cover (26) of the symmetrical chamber (1), where the intake ports (61) are located in the valley of the cover (26). ). The symmetric chamber (1) allows the forced aspiration of the pressurized gas.

At the end of the path or flow of gas within the symmetric chamber (1), and in view of the gas outlet, the base (29) is directly connected to the engine exhaust (30) by means of multiple exhaust means (53). The engine exhaust (30) outputs the gases exchanged in the symmetrical combustion chamber (1), by means of the mouth (57) of the engine exhaust (30), where the exhaust ports (57) are located in the valley of the base (29). At both ends of the cylinder (4) and enclosed by the lid (26), the base (29) and the oil vats (6), there are the bearings (11), the trunnions (12) and the connecting rods (13) , as well as the crankshaft (40). At both ends of the cylinder (4) and enclosed by the wet sleeve (20) of the cylinder (4), there are pistons (16) which are directly coupled to the rods (13) by means of bolts (17) in the central part of the pistons (16). Between the joints of the connecting rods (13) and bolts (17) are seals, which are capable of abstaining the exit of gases and liquids. The connecting rods (13), in turn, are coupled to the crankshaft journals (12), which are held by their covers or bearings (11), by means of screws (10). In view of this arrangement, both pistons (16) inside the cylinder (4) are axially opposite. The movement, of the bearings (11), of the trunnions (12) of the crankshaft and of the rods (13), which moves the crankshaft (40), is transmitted to the pistons (16). The pistons (16) are adapted to move between a first position in which the pistons (16) are spaced apart from each other, and a second position in which the pistons (16) are close together. When the pistons (16) are in the first position, it can be seen that along the radius of the wall (20) of the cylinder (4), there are two sets of holes called ports (21). In the tail of each of the pistons (16), there is a compression ring (15). At the head of each of the pistons (16), there is a ring of fire (18) and a chisel (56). The ring of fire (18), the chisel (56), and the passage ring (15) are coupled to the piston (16) to quickly direct the gas towards the exhaust means (53) and consequently towards the exhaust of the motor (30). The ports (21) are divided into two sets, a first set of ports which are intake ports (62) and a second set of ports, which are exhaust ports (63). Both sets of ports (21) form an air gallery. Both sets of ports (21) are distributed opposite to each other, along the radius of the wall (20) of the cylinder (4). Additionally, both sets of ports (21) are aligned according to the wet sleeve (20) of the cylinder (4), that is, a first set of ports (62) is aligned with the intake ports (52), while a second set of ports (63) is aligned with the exhaust outlets (53). Consequently, the nozzles (27) of the injectors (25) and the respective intakes of said injectors (25), are aligned according to the cylinder (4). The ports (21) assist the chamber (1) in the forced aspiration of gas under pressure, where the ports (21) allow a synchronized sweep of the combustion gas, from the set of intake ports (62), to the assembly of exhaust ports (63). The distribution of both set of ports (62, 63), which form the air gallery (21), captures twice the gas volume per unit of time inside each combustion chamber (1), increasing the ratio of compression, and eliminating the resistance and mechanisms of valves and springs used in conventional engines. Both sets of ports (62, 63) are distributed along the radius of the wet sleeve (20) of the cylinder (4), forming the air gallery (21) of the symmetrical combustion chamber (1), allowing therefore, one cylinder (4) is next to another cylinder (4). The position of the gas intake through the ports (62, 63) is alternating, depending on the multiple intake means (52) and the multiple exhaust means (53), so the intake ports (62) for the first cylinder (4) they are of a first determined side, while the intake ports (62) for the second cylinder (4) are on a second determined side, where the second determined side is opposite to the first determined side. The intake ports (62) for the third cylinder (4) are on the first determined side, while the intake ports (62) for the fourth cylinder (4) are on the second side. It is clear to mention that in view of the fact that the intake ports (62) are alternating, the exhaust ports (63) also have to be alternating. This distribution of ports (62, 63) is successive and depends on the number of cylinders (4) of the motor (64). This alternation between the position of the ports (62, 63) balances the temperature of the chamber (1) in general, and specifically of the cover (26) of the bi-block. The path or flow of gas within the symmetric chamber (1) will be explained more precisely below. When moving, the pistons (16) determine two different positions, a first position being a lateral dead point (PML) which is a position where the pistons (16) are distant from each other and a second position being a central dead center (PMC) which is a position where the pistons (16) are close to each other. In the first position, ie in the PML state of the pistons (16), a gas sweep is carried out, which refers to the simultaneous admission and exhaust of gases. In the second position, that is to say in the PMC state of the pistons (16), the gas compression and the ignition of the injected fuel are carried out. When performing the gas compression and fuel ignition, that is, when the piston (16) is in the PMC state, the piston (16) is able to return to the first position, completing the piston stroke and thus completing a combustion cycle. In a PMC state, there is a common space between each piston (16). The common space and the walls (20) of the cylinder (4) form the internal combustion chamber. In a PML state, the common space between each piston (16) is larger than when the pistons are in the PMC state. Figure 2 is an exploded front view of the cross section of the symmetrical two-stroke internal combustion chamber (1), with the multiple intake means (52) and exhaust (53) integrated thereto. In the gas inlets (60) the pipe that directs the gas to a certain volume is observed, the gas later passes through the blower (2) and the rotors (3), the gas changes in volume, changing to a pressure and temperature higher than the previous one, before going to the means of admission (52).

The gas is admitted to the cylinder (4) by means of the intake ports (62) and in the PML state, the gas being swept, where said gas is admitted and escapes simultaneously. In a PMC state, the gas compression and the ignition of fuel injected into the combustion chamber that is formed by the space between the two pistons (16) is carried out. The PML and PMC state is formed by the movement of the pistons (16) caused by the movement of the crankshaft (40), the journal (11), journal (12) and connecting rod (13). The stump (12), connecting rod (13) and piston (16) are coupled laterally to the symmetrical chamber (1) by means of the side screws (8) of the bearings (9) of the tubs (6) of the lid ( 26) and the base (29) and consequently by means of the screws (7) of the tubs (6) of the cover (26) and the base (29), as well as by screws (10) in their bearings (11). ). Additionally, packing gaskets (not illustrated) can be placed. At each of the ends of the symmetrical chamber (1), a tub (6) is coupled by means of its respective screws (7), as well as the holes (59) formed in the cover (26) and base (29) respectively. The connecting rods (13) have a vein of internal lubrication (not shown) along the body of the rod (13), where the vein lubricates the bolt (17). Additionally, the rod (13) has a spreader at one end of the rod (13), where the jet sprayed with oil to the inner casing of the piston (16) to be constantly cooling to the casing of said piston (16), where the oil comes from the tubs (6). The piston (16) is coupled and inserted inside the cylinder (4) so that the piston (16) and the rings (18, 15), are capable of sealing the ends of the cylinder (4) towards the bearings (11). ), trunnions (12) and connecting rods (13), however, the piston (16) is also capable of being in a movement relation according to the cylinder (4). In view of the fact that the pistons (16) are located on opposite sides of the cylinder (4), the pistons (16) are in axially opposite relations. The cylinder (4), along the outside of your wet shirt (20), is surrounded by a plurality of stamps (22, 23, 24). The plurality of gauge-type seals (22, 23, 24) separate the water chamber (50) from the air gallery (21). In the same way, the plurality of stamps (22, 23, 24) separates the air gallery (21) of the oil section of the vats (6). Finally, the plurality of seals (22, 23, 24) separates the oil section from the vats (6) from the water chamber (50). In this way it is possible to prevent the mixing of water, oil and gas, and the combination thereof.

Next to the lid (26), there is a pump body installation (5). The pump body (5) is constituted by three different pumps (5), a first oil gear pump, a second water pump and a third fuel injection pump. Preferably, the set of pumps (5) is hydraulic. Figure 3 is a top view of an engine (64) using the symmetrical internal combustion chamber (1). In the figure you can see on the right side the flywheel (42), the gearbox (44) with their respective gears (47, 48) on the inside, the tubs (6) that cover the carcass style. inner part of the engine (64). It is important to note the relationship shown between the bearings (11), trunnions (12) and connecting rod (13) shown in the figure, with the cylinder (4) and the air gallery (21). Figure 4 is a right side view of a partially exploded longitudinal section of a motor using the symmetrical internal combustion chamber (1). As shown in the figure, the base (29) and the cover (26) are joined by vertical screws (39). In the exemplary case of Figure 4, a four-cylinder engine (4) is shown using the symmetrical chambers (1) of horizontal two-stroke internal combustion of the present invention. As you can see in the figure, the cover (26) and the base (29), when coupled and when enclosing the cylinders (4), form a bank (19) of cylinders (4). In the left part of the chamber (1) the boxes (55) can be observed to retain oil, in the half sections of the benches (19), that is to say in the cover (26) and the base (29), as well as the oil seal (54) between the cover (26) and the base (29). The vertical screws (39), as well as the holes (46) hold the cover (26) and the base (29). The oil drain passages (58) communicate transversely from one oil tub (6) to the other oil tub (6), where the tubs (6), as shown in the previous figures, are on sides opposites. The drain steps (58) can result in a possible external lubrication circuit. In the central part of the figure in question, is the crankshaft (40), as well as the stump (12) and the cylinders (4). It is also possible to observe on the right side a first crankshaft gear (48), a gearbox (44), the oil seal of the central gear (45), the flywheel (42) and the safety nut (43). ) of the flywheel (42), which will be explained in greater detail in figure 5. Likewise, in the inner central part of the lid (26) and base (29), there are a plurality of internal basins in which cylinders will be lodged (4). The basins have a semi-cylindrical shape. The basins of the lid (26) are able to join with the basins of the base (29), so that when the basins of the lid (26) are joined with the basins of the base (29), a shape is made of a cylinder, which is capable of housing said cylinders (4). When the basins are together, a chamber for cylinders (4) is formed. This, i.e. the size of the basins, another is a determining factor for the cubic or cylindrical capacity of the symmetric chamber (1). Between each of the wet shirts (20) of the cylinders (4), there are bearing journals (9), which allow maintaining an appropriate separation between each of the wet shirts (20) of the cylinders (4). The counterweights (14) of the crankshaft allow a correct movement of the pistons (16). In the upper part of figure 4, the relationship between the multiple intake means (52) and the blower (2) can be seen. The blower (2) is constituted by the arrow of the blower (31), where the arrow of the blower (31) has a pulley (32), which is coupled with a PTO gear (36) having a pulley of transmission (35) of force, by means of a band (34). The arrow of the blower is coupled to the system by means of lock nuts (33). The pumps (5) are driven by means of the pulse arrow (38), which is rotated by the PTO gear (36) of the blower (2). The pulse arrow (38) is coupled to the system by means of lock nuts (37). As mentioned above, the pump body (5) consists of three different pumps, a first oil gear pump, a second water pump and a fuel injection pump. As mentioned above, it is preferred that the pump body (5) be hydraulic and not mechanical, however, it may not be limited to only hydraulic operation. The fuel is injected into each of the cylinders (4) by means of an injection line, which directs the flow of fuel from the fuel injection pump to each cylinder in a ratio of 1-N. Figure 5 is a rear view of a motor (64) using symmetrical chambers (1) of horizontal two-stroke internal combustion. In the figure, it can be seen the distribution of the gears (47, 48) of the crankshaft (40) with respect to the central synchronization gear (49), as well as the PTO gear (36) that drives the pump body (5), to the transmission pulley (35) of force, the band (34) and consequently to the pulley (32) of the arrow of the blower (31). Even if not illustrated, a fifth gear may be necessary for the alternator PTO (not shown), air conditioning, hydraulic steering, start-up engine, transfer accessories, etc. The gears (36, 48, 47, 49) are located inside the gearbox (44). Each of the gears (36, 48, 47, 49) is coupled to the system by a nut (40, 43, 33, 37) in its central part. The force caused by the rotation of the blower shaft (31) is transmitted by means of the pulley (32) and the belt (34) to the force transmission pulley (35), coupled with the impulse shaft. (38) of pumps (5). At one end of the thrust shaft (38) is the power take-off gear (36), which when rotating in a first direction, causes the first gear (48) of the crankshaft (40) to rotate in a second direction opposite to the first direction, by means of the gear between the PTO gear (36) and the first gear (48). The synchronization gear (49), which is engaged with the first gear (48), rotates by rotating the first gear (48), in the same first direction as the PTO gear (36). When rotating the timing gear (49), the second gear (47) of the crankshaft (40) rotates in the same second direction as the first gear (48) of the crankshaft (40). Therefore, it has to be transmitted force coming from the band (34), causing the gears (47, 48) of the crankshaft, causing the movement of pistons (16) to be in the same direction, and so both, causing the admission and escape of gases in the chamber (1). The flywheel (42) is used to accumulate and change the angular inertia of the system. Figure 6 is a top view of the engine (64) with the symmetrical chambers (1) of the present invention, where the same specimen of a four-cylinder engine is observed. In the same way, it is observed that the four entries of multiple means of admission (52), in view of the exemplary four-cylinder engine, they are alternating. In the figure, the lid (26) is observed. The body of the injector (25) is also shown, as well as the line of the fuel injection pipe or socket (27). As mentioned above, the distribution form of the pump (5) according to the outlets (27) is from 1 to N, where there is only one outlet (27) per cylinder (4) connected to the pump (5) of fuel, and, depending on the number of cylinders (4) of the engine (64), there will be a greater number of intakes (27), consequently the same number of injectors (25). The phenomenon can occur when the engine (64) remains without functioning for certain periods of time and the volume of gas confined between the heads of the pistons (16) escapes. Figure 7 is a bottom view of the engine (64) using the symmetrical chambers (1) of the present invention, where the same specimen of a four-cylinder engine (64) is observed. Likewise, it is observed that the four outputs of multiple exhaust means (53), in view of the exemplary four-cylinder engine (64), are alternating. The base (29) of the chamber (1) can be observed in the figure. The crankshafts (40) can have different number of stumps (12), rods (13) and banks (19), depending on the number of cylinders (4) that the engine (64) has. The angular amplitude ratio between the trunnions (12) varies depending on the engine (64), for example, in the four-cylinder engine (64) (4) of the figures, the angular amplitude between the connecting-rod trunnions (12) ( 13) must be 90 °. Taking into account the firing order of the cameras (1), the angular amplitude between the crank pins (12) (13) of the second cylinder (4) with respect to the trunnions (12) of the third cylinder (4) must be 180 °, while the trunnions (12) of the third cylinder (4) with respect to the trunnions (12) of the fourth cylinder (4) must be 90 °. The reference points to define the reciprocating movements of the pistons (16) inside the cylinder (4), with reference to the position they occupy inside the combustion chamber, should be as follows: in PMC and PML states, by example in figure 3, the pistons (16) found from the first cylinder (4) at the left end, are in the PML state, while the two pistons (16) found from the fourth cylinder at the right end, are in a state PMC. The other four pistons (16) of the second and third cylinders (4) respectively are, in the second cylinder (4) in the direction of the compression stroke and in the third cylinder (4), at 180 ° of the second in the direction of the power race. The symmetry of the chamber (1) appreciated in Figure 1, which can correspond to different engines (64) of N number of cylinders (4), will have a different angular amplitude between the trunnions (12) of connecting rod (13), depending on the number of cylinders (4) in the engine (64). That is, for example, a two-cylinder engine (64) (4) has an angular amplitude between the connecting rod journals (12) of approximately 180 °, while a three-cylinder engine (64) (4) it has an angular amplitude between the connecting rod stubs (12) (13) of approximately 120 °; a five-cylinder engine (64) (4) has an angular amplitude between the connecting rod journals (12) of 72 °; and a six-cylinder engine (64) (4) has an angular amplitude between the crank journals (12) of 60 °. The combustion cycle for each combustion chamber (1) is of two times, comprised between the aforementioned two reference points PMC and PML. In the PML state the pistons (16) of the first cylinder (4) allow the entry of pressurized gas, where the gas is fresh and clean, through the intake ports (62) that are uncovered, causing the gas to sweep inside the chamber (1) until expelled by the escape ports (63). Then, the two pistons (16) begin, simultaneously, to move towards the PMC state, this movement causes the compression of gas confined between the two pistons (16) and the wet sleeve (20). In view of gas compression, the gas begins to heat up. The temperature of the gas tends to rise, since with the present arrangement, the volumes are added between the two pistons (16), which reach the PMC, where at that moment, the atomized fuel is introduced by the injector (25) , which ignites by auto-ignition, causing the necessary mechanical force to simultaneously push the two pistons (16) back to the PML state. When the pistons (16) uncover the intake ports (62), fresh and clean high-pressure gas enters again, which is supplied by the blower (2). The synchronization of both the injection pump (5), as well as the gas pressure supplied by the blower (2) and the reciprocating movements of the two pistons (16), is due to the distribution of the two gears (47). , 48) of the crankshaft, which are engaged with the central synchronization gear (49), while the movement inertia accumulates in the rotation of the steering wheel (42). That is, the gas scanning synchronization inside the combustion chamber (1) is due to the synchronization of the crankshaft gears (47, 48), as well as the synchronization of the central synchronization gear. (49) The gears (47, 48, 49) depend on the order of the engine start (64), which depending on the number of cylinders (4) of the engine (64), can have the following synchronization: for two-cylinder engines (4): 1, 2, 1; for three-cylinder engines (4): 1, 3, 2, 1; for four-cylinder engines (4): 1, 3, 4, 2, 1; for five-cylinder engines (4): 1, 4, 2, 5, 3, 1; and for six-cylinder engines (4): 1, 5, 3, 6, 2, 4, 1. The cooling system of the chamber is due to the fact that the wet jacket (20) is surrounded by three water chambers (50 ), which recirculate inside these cavities sectioned by the plurality of stamps (22, 23, 24). The water is driven in the form of stream by the water pump (5), which exchanges the heat to the outside radiator (not shown). Also as part of the cooling system of the pistons (16), an oil sprayer (not shown) is included at the end of the connecting rod (13), which moistens the inside of the piston box (16).

Additionally, when fresh and clean gas is introduced into the cylinder (4) between each of the pistons (16), the temperature of the wet jacket (20) decreases in view of the lower temperature of the fresh and clean gas. To create a temperature balance in the cylinders (4), the intake ports (62) and the exhaust ports (63) of the air vents (21) in the cylinders (4) alternate. That is, while in the first cylinder (4), the intake ports (62) and the exhaust ports (63) will be functioning as intake ports and exhaust ports respectively, in the second cylinder (4) the ports of the intake (62) and the exhaust ports (63) will be operating upside down, ie, the intake ports (62) as exhaust ports, while the exhaust ports (63) will be operating upside down, i.e. exhaust ports (63) as intake ports (62). As the ports (62, 63) alternate, the intake means (52) and the exit means (53) on the cylinders (4) also alternate. By means of this alternating distribution of means (52, 53) and ports (62, 63), the heat is distributed, which is irradiated with the environment by conversion, having exposed the surface area of the lid (26) of the bi-block.

Alterations of the structure described herein may be foreseen by those with art in the matter. However, it should be understood that the present disclosure relates to the preferred embodiments of the invention, which is for illustrative purposes only, and should not be construed as a limitation of the invention. All modifications that do not depart from the spirit of the invention are included within the body of the appended claims.

Claims (14)

1. CLAIMS 1. A two-step motor comprising: a cover and a base forming a cylinder chamber, at least two cylinders having a wet sleeve, wherein said cylinders are housed in the cylinder chamber, where said wet sleeve is at least an intake port and at least one exhaust port; a pair of pistons found within each cylinder, the pistons being adapted to move between a first position where the pistons are spaced apart and a second position where the pistons are close; at least one intake means per cylinder connected to said cover, which admits gas inside the cylinder by means of the intake port; at least one exhaust means per cylinder connected to said base, which allows the escape of gas from the interior of the cylinder by means of the exhaust port; and wherein the engine is characterized in that said intake port and said exhaust port and the corresponding intake means and exhaust means alternate from the position of one cylinder to another adjacent cylinder, so that in the adjacent cylinder, the port of intake work as the exhaust port and the exhaust port as intake port and vice versa for the next cylinder. The motor according to claim 1, wherein said intake means is coupled with a gas inlet with a blower or compressor that introduces the gas into said cylinder, wherein the blower has at least one pair of rotors helical trilobular, wherein said compressor is capable of introducing the gas into the cylinder at a pressure and temperature greater than the gas that was transported by said gas inlet. The engine according to claim 1, wherein said exhaust means releases gases exchanged by means of an engine exhaust. The engine according to claim 1, wherein said intake ports and said exhaust ports are distributed axially, opposite each other along the wall of the wet sleeve, forming an air gallery in the cylinder chamber. The engine according to claim 1, wherein said intake ports are aligned with the intake means and where said exhaust ports are aligned with the exhaust means. 6. The engine according to claim 1, wherein said intake ports are aligned with the exhaust means and where said exhaust ports are aligned with the intake means. The motor according to claim 1, wherein the motor additionally comprises at least one journal, at least one journal, at least one bolt and at least one connecting rod, wherein said connecting rod has a vein of internal lubrication capable of lubricating said pin, and wherein said connecting rod additionally comprises a jet at one end, where the jet is capable of spraying the piston with oil to constantly cool said piston. The motor according to claim 1, wherein said motor additionally comprises a plurality of seals in the outer diameter of said wet sleeve that separates said ports from the oil section of oil vats, said ports of a chamber of water and said oil section of said water chamber. The engine according to claim 1, wherein the engine is a two-cylinder engine, wherein said engine has an angular amplitude of 180 ° between the connecting rod journals and wherein said gears of said engine have an ignition order of 1, 2, 1. 10. The motor according to claim 1, wherein the engine is a three-cylinder engine, where said engine has an angular amplitude of 120 ° between the connecting rod journals and where said gears have an ignition order of 1, 3, 2, 1. The motor according to claim 1, wherein the motor is a four-cylinder engine, wherein said motor has an angular amplitude of 90 ° between the connecting-rod journals and wherein a gear of said motor have an ignition order of 1, 3, 4, 2, 1. 12. The motor according to claim 1, wherein the motor is a five-cylinder engine, wherein said motor has an angular amplitude of 72 ° between the connecting rod journals and where Gears of said motor have an ignition order of 1, 4, 2, 5, 3, 1. 13. The engine according to claim 1, wherein the engine is a six-cylinder engine, wherein said engine has an angular amplitude of 60 ° between the connecting rod journals and where some gears of said engine have an ignition order of 1, 5, 3, 6, 2, 4, 1. 14. The engine according to claim 1, wherein the wet sleeve is interchangeable, wherein the admission means comprise at least one injector.