MXPA01002882A

MXPA01002882A - Engine with crankcase compression.

Info

Publication number: MXPA01002882A
Application number: MXPA01002882A
Authority: MX
Inventors: James D Lyons
Original assignee: Dunlyon R & D Inc
Priority date: 1998-09-22
Filing date: 1999-09-22
Publication date: 2002-04-08
Also published as: WO2000017500A3; EP1123456A2; CA2344580A1; CN1319159A; BR9914022A; WO2000017500A2; AU6159099A; JP2002525481A

Abstract

An engine (10) has a block with a crankcase chamber (22) and two cylinders (24, 26) extending radially from the chamber (22). A piston (56, 60) reciprocates in each cylinder (24, 26). The crankcase chamber (22) accommodates a crankshaft (64) which causes the pistons (56, 60) to move in diametrically opposite directions. At any time, both pistons (56, 60) are moving either towards top dead center or towards bottom dead center. An injector (88) is arranged to admit a fuel mixture into the crankcase chamber (22) through an inlet opening (90) whenever the two pistons (56, 60) move towards top dead center. Two transfer tubes (98, 100) extend from an outlet opening (94) in the block to the combustion chambers of the respective cylinders (24, 26). The volume of fuel mixture drawn through the inlet opening (90) when the pistons (56, 60) move towards top dead center equals the sum of the displacements of the pistons (56, 60). The greater part of this volume is forced into a combustion chamber during an intake stroke with an accompanying precompression.

Description

"MOTOR WITH CRANKCASE COMPRESSION" RELATED REQUESTS This application is based on the North American Provisional Application Number 60 / 101,298, called "Crankcase Precompression Engine", filed on September 22, 1998.

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION The invention relates to a motor in which the fluid is compressed to generate energy.

DESCRIPTION OF THE PREVIOUS TECHNIQUE Combustion engines in terms represent a class of engines that generate energy from the compressed fluid. In these Otto cycle type motors, a piston oscillating in a cylinder produces a vacuum during part of each operating cycle. The vacuum causes a volume of air, or air and fuel, approximately equal to the displacement of the piston to be sucked into the cylinder. This volume of air or combustible air is then compressed by the piston inside the cylinder and ignited subsequently. The combustion products obtained during ignition expand and cause the displacement of the piston. The piston, in turn, through a connecting rod, rotates a crankshaft or impeller member that serves as a source of energy. A great deal of effort has been devoted to increasing the energy efficiency of internal combustion engines. This is usually achieved with a supercharger that forces additional air into the cylinder by means of a fan or positive displacement rotors. Even when a supercharger is effective to increase energy efficiency, the supercharger greatly increases the complexity, weight and cost of the engine. In addition, a supercharger greatly increases the probability of detonation and pre-ignition that can destroy an engine in a short time. Because of this reason, supercharged engines often have lower reliability ratings than normally aspirated engines. The crankshaft of the engine, which is placed in a crankcase, has bearings or supporting elements supported by sleeves or bearing bushes. A lubrication system is provided for the engine, and a - The main obligation of the lubrication system is to remove the heat from the bearings and bearing sleeves. This poses little problem in smaller engines where bearings and bearing sleeves are small and the distance from the hottest location of a journal or bearing sleeve to the relatively cold atmosphere of the crankcase is not large. However, in larger engines where bearings and bearing sleeves are relatively large, the lubrication system may be unable to remove sufficient heat from bearing journals and bushings. Even when adequate cooling can be achieved in larger engines by replacing the bearing sleeves with roller bearings or ball bearings that are cooled more easily, the weight, noise and cost would all increase.

COMPENDIUM OF THE INVENTION An object of the invention is to increase the energy efficiency of the engine in a relatively simple manner. Another object of the invention is to reduce the possibility of detonation in an engine.

A further object of the invention is to improve the cooling of the bearing and bearing elements for a driving member of a motor, with little or no increase in weight, noise or cost. The previous object, as well as others that will become evident as the description continues, are achieved by the invention. One aspect of the invention is an engine comprising wall means defining a first passage, a second passage and a compartment positioned to open towards each of the passages. The first passage has a first end oriented towards the compartment and a first opposite end distant from the compartment. Similarly, the second passage has a second end facing the compartment and a second end distant opposite of the compartment. A first member is reciprocable in the first passage and a second member is reciprocable in the second passage. The motor further comprises a means for admitting fluid into the compartment and a means for transferring the fluid from the compartment to the first distal end and the second distal end. The engine also comprises a fluid flow control means positioned to establish communication between the transfer medium and the first distant end., while sealing the second end - distant from the transfer medium. The fluid flow control means is further positioned to establish communication between the transfer medium and the second distal end while sealing the first distal end of the transfer medium. The motor further comprises a driving means driven by the reciprocable members. The driving means and the reciprocable members are positioned in such a way that the first and second reciprocating members move simultaneously toward those ends of the first and second respective passages that are facing the compartment. The driving means and the reciprocable members are likewise positioned so that the first and second reciprocating members move simultaneously towards the first distal end and the second distal end, respectively. In the aforementioned engine reciprocable members move away from a compartment at the same time. This allows a quantity of fluid equal to the sum of the displacement of the reciprocable members to be attracted to the compartment. The reciprocating members subsequently move towards the compartment at the same time, thereby allowing the fluid to be compressed. The fluid flow control means is preferably positioned so that, when the reciprocable members move towards the compartment, communication is established between the compartment and one of the two passages in which the reciprocable members go. Consequently, the fluid is forced into this passage by the reciprocable members and the passage receives a volume of fluid significantly greater than the displacement of the respective reciprocable member. When the reciprocable members now move away from the compartment, fluid previously fed into a passage may undergo additional compression. In this way, a supercharge effect can be obtained. The aforementioned engine allows an overload effect to be achieved without complicated fan or rotor mechanisms. In addition, this supercharging effect is essentially free since it makes use of the normal movements of the reciprocable members in the motors. Another aspect of the invention lies in an engine comprising a wall means defining at least one passage as well as a compartment placed to open into the passageway. The passage has one end facing the compartment and another far end of the compartment. A reciprocable member becomes reciprocable in the passage, and a driving member in the compartment is positioned to be driven by the member - reciprocable. The engine further comprises a means for admitting fluid to the distal end of the passage, and a fluid flow control means for regulating the admission of fluid at this end. The fluid flow control means includes a rotary valve member, and the valve member is provided with at least one orifice that is positioned to receive fluid from the intake means and admit fluid to the distal end of the passageway. . The valve member has a rotation axis and is displaceable along this axis. The motor may be provided with a hole, e.g., in an engine head, which overlaps the orifice of the valve member when the fluid is to be admitted into the passage containing the reciprocable member. In this condition, the hole in the valve member opens while the same hole closes when there is no overlap with the hole in the head. By designing the valve member to be reciprocable as well as axially displaceable, it becomes possible to achieve more than simply opening and closing the orifice of the valve member. In this way, one of the movements can be used for this object while the other movement can be used to vary the amount of overlap of the hole in the valve member and the hole in the head. A change in the amount of overlap, in turn, allows the turbulence of the fluid to increase or decrease. An increase in turbulence when the engine is running under conditions that favor detonation, allows the probability that this phenomenon will be reduced. A further aspect of the invention resides in a motor which, as above, comprises a wall means defining at least one passage as well as a compartment positioned to open towards the passage. A reciprocable member is again capable of reciprocating in the passage, and a driving member in the compartment again is positioned to be urged by the reciprocable member. In this aspect of the invention, the motor further comprises a bearing element for the driving means, and the bearing element is provided with at least one cooling channel which extends along a section of the driving means and which empties towards the driving medium along that section. In this motor, a cooling channel in a bearing element is adjacent to a driving means, e.g., a crank, supported by the bearing element. The cooling channel in this way remains in the hottest location of the bearing element and allows the bearing element to be cooled efficiently in this location. In addition, the fluid of - - Cooling flowing through the cooling channel can cool the adjacent section of the driving means simultaneously with the bearing element. The cooling channel allows the cooling of the bearing element to be improved with little, or no increase in the weight and cost of the motor, or the noise generated by the motor. Still another aspect of the invention is a method for operating an engine comprising the step of drawing the fluid into a compartment, simultaneously moving each of the two alternative members along a respective passage from a first position closer to the compartment to a second position furthest from the compartment. The method further comprises the step of compressing the fluid and introducing at least a portion thereof into one of the two passages simultaneously moving each of the reciprocable members in a direction from the respective second position towards the respective first position. The method also comprises the step of further compressing the portion of the fluid introduced into a passage within this passage by moving the respective reciprocable member in a direction from the respective first position to the respective second position. The reciprocable members preferably move in diatrically opposed directions.

The method may further comprise the step of rotating a valve member to control the flow of the fluid portion mentioned above. The method may also include the step of driving a driving member with the reciprocable members, and the driving member in turn, may rotate the valve member. A further aspect of the invention is a method for operating an engine comprising the steps of admitting the fluid into a passage, and compressing the fluid in the passage by moving a reciprocable member along the passage in a predetermined direction. This method further comprises the steps of moving the reciprocable member along the passage in a direction opposite to the predetermined direction following the compression step, and controlling the flow of fluid to the passageway. The control step includes rotating a valve member in an axis of rotation, and displacing the valve member along the axis. A further aspect of the invention is a method of operating a motor comprising the steps of having a reciprocable member reciprocated, and driving a drive member with the reciprocable member. The drive member has a carrier element that is received by a bearing element, and the method also comprises the step of cooling the bearing element. The cooling step includes establishing a fluid flow between the carrier element and the bearing element. The method according to this aspect of the invention may further comprise the step of admitting fluid to the carrier element from a location between the bearing element and the carrier element. Additional features and advantages of the invention will become apparent from the following detailed description of the preferred embodiments when read together with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is an elevation view of an engine according to the invention. Figures 2a-2g are somewhat schematic views and partially simplified in sectional elevation of the engine of Figure 1, showing different operating stages of the engine. Figure 3 is a partially sectioned elevation view of a valve member forming part of the engine of Figure 1.

- - Figure 4 is a fragmentary elevation view of a crankshaft and rods that form part of the engine of Figure 1. Figure 5 is a fragmentary elevation view of the crankshaft of Figure 4 illustrating the additional details of the crankshaft. Figure 6 is a fragmentary view showing the internal surface of a bearing for the crankshaft of Figure 4. Figure 7 is a fragmentary view showing the internal surface of an additional bearing for the crankshaft of Figure 4. Figure 8 is a fragmentary view showing the internal surface of a bearing Additional to the crankshaft of Figure 4. Figure 9 is similar to Figure 5 but illustrates another embodiment of the crankshaft. Figure 10 is a simplified fragmentary sectional view of the engine of Figure 1 taken in a horizontal plane and showing one more bearing for the crankshaft of Figure 4. Figure 11 is a partially fragmentary sectional view of an engine. similar to that of Figure 1 taken in a vertical plane and illustrating a cylinder head and the engine valve.

Figure 12 is a bottom view of the cylinder head of Figure 11.

DESCRIPTION OF THE PREFERRED MODALITIES Referring to Figure 1 and Figures 2a-2g, the number 10 identifies an engine according to the invention. The motor 10 is here an internal combustion engine but could be of another type of motor that generates energy using compressed fluid. The motor 10 comprises a box or housing 12 that includes a cylinder block, a cylinder head and a crankcase and contains two identical cylinders. The motor housing 12 has a plurality of walls, including a front wall 14, a rear wall 16, an upper wall 18 and a lower wall 20, which cooperate to define a crankcase or compartment 22 and a pair of cylinder bores. or passages 24 and 26. The crankcase chamber 22 runs between the cylinder bores 24,26 which extend away from the crankcase chamber 22 in the radial direction thereof. The cylinder bores 24,26, which have a circular cross-section, are positioned on opposite sides of the crankcase chamber 22 and run in diatrically opposed directions.

- The perforation of the cylinder 24 has a longitudinal end 24a adjacent to and facing the crankcase 22 and an opposite longitudinal end 24b distant from the crankcase 22. Also, the perforation of the cylinder 26 has a longitudinal end 26a adjacent to and oriented towards the chamber of the crankcase 22 and an opposite longitudinal end 26b distant from the crankcase chamber 22. Each of the longitudinal ends 24a, 26a opens into the chamber of the crankcase 22 which is in permanent communication with the two cylinder bores 24,26 through of these longitudinal ends 24a, 26a. The longitudinal piercing end 24b remote from the crankcase 22 is regulated by a valve mechanism or flow control mechanism 28. Similarly, the end of the longitudinal bore 26b remote from the crankcase chamber 22 is regulated by a valve mechanism or a flow control mechanism 30. The valve mechanism 28 is mounted on a cylinder head 106 having a flange 106a that is attached to a discharge pipe not illustrated by the bolts 108. Similarly, the valve mechanism 30 is mounted on a cylinder head 110 having a flange 110a that is attached to a discharge pipe not illustrated by bolts 112. Preferably, each of the valve mechanisms 28, 30 comprises a valve member Rotary member or flow control member 32 shown in Figure 3. With reference to Figure 3, valve member 32 includes an elongated valve element. 34 of circular cross-section having a tubular intake section 36 and a tubular discharge section 38. Both the intake section 36 and the discharge section 38 run longitudinally of the elongated element 34, and the intake section 36 and the section of discharge 38 are separated from one another by a partition or dividing wall 40 extending through the lumen of elongated element 34. The intake section 36 has a longitudinal end 36a distant from the partition 40, and a series of holes or Receiving openings 42 are provided at the longitudinal end 36a. The receiving holes 42, which serve to introduce the fluid into the intake section 36, form an interrupted ring running circumferentially in the intake section 36. The intake section 36 is further provided with a series of holes or openings of discharge 44 between the receiving orifices 42 and the dividing partition 40. The discharge orifices 44, which serve to transfer the fluid from the intake section 36 to the bore of the cylinder 24 or 26, are placed in a row extending longitudinally of the intake section 36. The holes 42, 44 constitute the only holes or openings in the intake section 36. The discharge section 38 has a longitudinal end 38a remote from the partition 40, and a series of inlet openings or openings 46 is provided in the discharge section 38 between the dividing partition 40 and the longitudinal end 38a. The inlet ports 46, which serve to transfer the fluid from the bore of the cylinder 24 or 26 to the interior of the discharge section 38, are placed in a row running longitudinally of the discharge section 38. The longitudinal end 38a is open to allow the discharge of the fluid from the discharge section 38 into a discharge system. The discharge orifices 44 of the intake section 36 and the inlet orifices 46 of the discharge section 38 can be round, square, triangular or trapezoidal, but preferably have an oval shape or an approximately oval shape. The discharge orifices 44 are offset from the inlet openings - - 46 circumferentially of the elongated member 34, e.g., by approximately 90 degrees. The elongate valve element 34 has an additional section 48 which is secured with the longitudinal end 36a of the intake section 36. The additional section 48 is provided with a groove or groove 50 formation, and the grooves 50 form a running circle. circumferentially of the additional section 48. The slots 50 are designed to engage a driving sprocket or rotating element that functions to rotate the valve member 32, and the additional section 48 can correspondingly be regarded as a driving section of the elongate element 34. In Figure 3, the longitudinal end 36a and the additional section 48 of the elongated valve member 34 have a larger external diameter than the rest of the valve member 34. The elongated valve member 34 may be a part or assembly. Figure 1 shows a driving cog or rotating element 52 for the valve member 32 of each valve mechanism 28, 30. The end of each driving section 38 remote from the respective intake section 36 is provided with an unillustrated threaded hole positioned to receive a retaining bolt or - retaining element 54 for the associated valve driving sprocket 52. Returning to Figures 2a-2g, a piston or reciprocating member 56 of circular cross section marches in the bore of cylinder 24. The piston 56 is movable between a position adjacent to the crankcase chamber 22 (Figure 2a) and a position close to but separated from the valve mechanism 28 (Figure 2b). These two positions can be referred to respectively as the lower dead center and the upper dead center. The piston 56 is a forced fit sliding in the bore of the cylinder 24 and forms a seal between the longitudinal ends 24a, 24b of the bore 24. The portion of the bore 24 on the piston side 56 distant from the crankcase chamber 22, together with the combustion side of the cylinder head 106, it constitutes a combustion chamber. The combustion in the cylinder bore 24 can be initiated by a spark plug or ignition source 58. In the case of compression ignition as occurs, for example, in a diesel other, combustion can be initiated by the injection of atomized fuel. A second piston or alternative member 60 of circular cross section marches into the bore of the cylinder 26. The piston 60, which is identical to the piston 56, is movable between a position adjacent to the chamber of the piston. crankcase 22 (Figure 2a) and a position close to but separated from the valve half 30 (Figure 2b). As above, these two positions may be referred to respectively as the lower dead center and the upper dead center. The piston 60 is a forced fit sliding in the bore of the cylinder 26 and forms a seal between the longitudinal ends 26a, 26b of the bore 26. The portion of the bore 26 on the piston side 60 distant from the crankcase chamber 22, together with the combustion side of the cylinder head 110, it constitutes a combustion chamber. An ignition source or spark plug 62 can be used to initiate combustion in the cylinder bore 26. However, for compression ignition such as occurs, for example, in a diesel engine, combustion can be initiated by injection of atomized fuel . It is preferred that the motor 10 have a highly over-squared design, i.e. a large drilling-to-stroke ratio. Taking into account Figure 4 together with the Figures 2a-2g, a crankshaft or driving member 64 is placed in the chamber of the crankcase 22. The crankshaft 64 has an axis of rotation R that is perpendicular to the axes of the cylinder bores 24,26. The crankshaft 64 is provided with a crank arrangement 66 comprising two side cranks 68 and 70 which are axially spaced from the crankshaft 64. The crank arrangement 66 further comprises a central crank 72 which is located between the side cranks 68.70 Side crank 68 includes a separate pair of crank arms or coils 68a and 68b carrying a crank pin 68c. Similarly, the side handle 70 includes a separate pair of crank arms or reels 70a and 70b carrying a crank pin 70c. The crank arm 68b of the side crank 68 and the crank arm 70b of the side crank 70 also constitute respective crank arms of the central crank 72. In this way, the central crank 72 has a crank arm 68b in common with the crank arm 68b. the side crank 68 and the crank arm 70b in common with the side crank 70. The crank arms 68b, 70b carry a crank or journal pin 72c of the central crank 72. The crank arms 68a, 68b, 70a, 70b they can be circular and are perpendicular to the axis of rotation R of the crankshaft 64. The crank arms 68a, 68b, 70a, 70b all have the same thickness and diameter, and the diameter of the crank arms 68a, 68b, 70a, 70b constitutes the maximum diameter of the crankshaft 64. The axis of rotation R of the crankshaft 64 passes through the centers of the crank arms 68a, 68b, 70a, 70b. The crank pins 68c, 70c, 72c are also circular, and the axes of the crank pins 68c, 70c, 72c are parallel to the axis of rotation R of the crankshaft 64. The side crank pins 68c, 70c have the same length, and this length is half that of the central crank pin 72c as seen in Figures 2a-2g. The side crank pins 68c, 70c are coaxial and are located to one side of the rotation axis R of the crankshaft 64. The pin the central crank 72c is located on the diametrically opposite side of the rotation axis R, and the crank pins 68c, 70c, 72c are equidistant from this axis R. A lateral connecting rod or elongated connecting member 74 is fixed to the lateral crank pin 68c while a lateral connecting rod or elongated connecting member 76 is fixed to the side crank pin 70c. Also, a connecting rod or elongated connecting member 78 is fixed to the central crank pin 72c. The central link 78 is fixed to the piston 56 while the side rods 74,76 are fixed to the piston 60 in two separate locations located in a diameter of the piston 60.

The crank pins 68c, 70c, 72c can be considered as constituting carrier elements for the respective connecting rods 74,76,78. The side rods 74,76 have the same dimensions. As seen in Figures 2a-2g, the thickness of the side rods 74,76 is half that of the central crank 78 which otherwise have the same dimensions as the side rods 74,76. The pistons 56, 60 have the same mass while the total mass of the side rods 74,76 is equal to the mass of the central link 78. In addition, the various mounting elements used to properly fix the side rods 74,76 to the piston 60, and the side crank pins 68c, 70c have the same total mass of the mounting elements used to properly secure the center link 78 to the piston 56 and the central crank pin 72c. Due to this design, there is a uniform mass distribution for the pistons 56.60, the crank arrangement 66, the connecting rods 74, 76.78 and the mounting elements around a first plane perpendicular to the axis of and bisecting the pin. of crank 72c. In addition, there is a uniform mass distribution around a second plane perpendicular to the first plane and containing the axis of rotation R. In this way, the mass on either side of the first plane is equal - 2 - of the mass on either side of the second plane. Correspondingly, a dynamic mass balance is achieved and lateral yaw or yaw vibrations are eliminated or virtually eliminated. The crankshaft 64, the connecting rods 74, 76, 78 and the mounting elements together constitute a means for reciprocating the pistons 56, 60. The pistons 56, 60, which are coaxial, are reciprocated in such a manner that the pistons 56, 60 march towards and reach the respective upper dead centers simultaneously. Likewise, the pistons 56, 60 march towards and reach the respective lower dead centers, simultaneously. The crankcase chamber 22 is preferably designed so that the dimensions thereof are minimized. Advantageously, the dimensions of the crankcase 22 equal to the dimensions of the crank assembly 66 more precisely a sufficient clearance for the unimpeded rotation of the crank assembly 66. The coaxiality of the pistons 56, 60, in addition to reducing or eliminating the vibrations of the lateral deviation or yaw, allows the smallest possible volume of the crankcase to be obtained. The engine 10 can operate in a mixture of fuel and air, and this mixture can be used to cool the crank pins 68c, 70c, 72c as well as the bearings that hold the crankshaft 64 for rotation. In addition, a small amount of oil, e.g., 1/2 percent to 2 percent by volume, can be added to the fuel. The mixture of air, fuel and oil, which will be referred to as the fuel mixture, can further function to lubricate the bearings for the crank pins 68c, 70c, 72c and for the bearings that support the crankshaft 64. Preferred that the oil incorporated in the mixture is biodegradable. Referring to Figure 5 together with the Figure 4, the crankshaft 64 has two bearings or carrier elements 114 and 116 that support the crankshaft 64 for rotation on the axis of rotation R. The bearing 114 projects from the crank arm 68a to one side of the crank assembly 66, while journal bearing 116 projects from crank arm 70a to the opposite side of crank assembly 66. Bearings 114, 116 are coaxial and share the common axis R. Bearing 116 is formed with an extension 118 of smaller diameter than the journal 116. The extension 118, which is coaxial with the bearing journal 116, is provided with external threads 118a to allow connection of the crankshaft 64 with an accessory. The portions of the threads 118a have been omitted for reasons of clarity. The journal bearing 114 may have an extension similar to that of the journal bearing 116. A chamber or cavity 120, e.g., a full chamber, is internally positioned in the journal 116. The journal 116 has an outer cylindrical bearing surface 116a and a duct 122 extends radially from the internal chamber 120 to the surface of the bearing 116a. The inner chamber 120 further opens into an internally threaded axial passage 124 in the threaded extension 118. During operation, the axial passage 124 is closed by an externally threaded plug 126 that is screwed into the passage 122. The crankshaft 114 and its extension likewise they can be provided with an internal chamber and an axial passage, respectively. A chamber or cavity 128 is formed internally of the crank pin 68c while a chamber 130 is internally formed of the crank pin 70c. Cameras 128, 130, for example, can constitute plenums. The internal chamber 128 on the crank pin 68c can project towards the adjacent crank arms 68a, 68b as shown and, also as shown, the internal chamber 130 on the crank pin 70c can extend towards the neighboring crank arms 70a, 70b. The crank pin 68c has a cylindrical outer bearing surface 68d that connects to the internal chamber 128 via a radial duct 132, while the crank pin 70c has a cylindrical outer bearing surface 70d that connects to the internal chamber 130. by a radial duct 134. The crank pin 72c is likewise provided with an internal chamber or cavity 136, eg, a full chamber, and the internal chamber 136 can project towards the adjacent crank arms 68b, 70b as illustrated. The crank pin 70c has a cylindrical outer bearing surface 78d, and a duct 138 extends radially from the inner chamber 136 to the bearing surface 78d. Internal chambers 128,130,136 do not need to be placed on crank pins 68c, 70c, 72c. Instead, portions of the connecting rods 74, 76, 78 adjacent to the crank pins 68c, 70c, 72c can be formed with the internal chambers. Each of the journals 114, 116 rotates in a cylindrical bearing sleeve or bearing element having two open ends which are positioned opposite one another and which are spaced longitudinally or axially from the bearing sleeve. The two open ends of the bearing sleeve can therefore be considered the axial or longitudinal ends of the bearing sleeve. Returning to Figure 6 together with Figure 5, a bearing sleeve for the crankshafts 114, 116 is identified by the numeral 140. The bearing sleeve 140 has an internal bearing surface 140a that is designed to face the outer bearing surface 116a of the crankshaft 116 or the outer bearing surface of the crankshaft 114. The inner bearing surface 140a is provided with a series of regularly spaced channels or grooves 142 which are parallel with respect to each other. The channels 142 run axially or longitudinally of the bearing sleeve 140, ie the channels 142 run in one direction from one longitudinal end of the bearing sleeve 140 to the other. The inner bearing surface 140a is further provided with an annular channel or groove 144 extending circumferentially of the bearing sleeve 140 and intersecting each of the longitudinal channels 142. In Figure 6, the annular channel 144 intersects the longitudinal channels 142. at an angle of 90 degrees. A bearing sleeve 140 is mounted on the crankshaft 116, with the annular channel 144 passing through the radial duct 122. A second bearing sleeve 140 is mounted on the crankshaft 114, in the same manner. Referring to Figures 5 and 7, each of the crank pins 68c, 70c rotates in a cylindrical bearing sleeve or bearing element 146 which again has two open ends positioned opposite each other and spaced apart from one another or longitudinally. axially of the bearing sleeve 146. The bearing sleeve 146, which must be fitted between the crank arms 68a, 68b or the crank arms 70a, 70b, is shorter than the bearing sleeve 140. The bearing sleeve 146 has an internal bearing surface 146a that is designed to be oriented towards the outer bearing surface 68d of the crank pin 68c or the outer bearing surfaces 70d of the crank pin 70c. The inner bearing surface 146a is provided with a series of regularly spaced channels or grooves 148 that are parallel to each other and running axially or longitudinally of the bearing surface 146. The inner bearing surface 146a is further provided with an annular channel or grooves 150 extending circumferentially of the bearing sleeve 146 and intersecting each of the longitudinal channels 148. In Figure 7, the annular channel 150 intersects the longitudinal channels 148 at an angle of 90 degrees.

A bearing sleeve 146 is mounted on the crank pin 68c with the annular channel 150 passing over the radial duct 132. A second bearing sleeve 146 is mounted on the crank pin 70c with the annular channel 150 running over the duct radial 134. Taking into account Figures 5 and 8, the crank pin 72c rotates in a cylindrical bearing sleeve or bearing element 152 which, as above, has two open ends positioned opposite each other and spaced from one another longitudinally or axially of the bearing sleeve 152. The bearing sleeve 152 must be adjusted between the crank arms 68b, 70b and, since the distance between the crank arms 68b, 70b is greater than the distance between the crank arms 68a, 68b or the crank arms 70a, 70b, the bearing sleeve 152 may be longer than the bearing sleeve 146. The bearing sleeve 152 has an inner bearing surface 152a which is designed to be ar facing the outer bearing surface 72d of the crank pin 72c. The inner bearing surface 152a is provided with a series of regularly spaced channels or grooves 154 which are parallel to one another and running axially or longitudinally of the bearing sleeve 152. The inner bearing surface 152a is further provided with a channel annular or notch 156 extending circumferentially of the bearing sleeve 152 and intersecting each of the longitudinal channels 154. In Figure 8, the annular channel 156 intersects the longitudinal channels 154 at an angle of 90 degrees. The bearing sleeve 152 is mounted on the crank pin 72c with the annular channel 156 passing over the radial duct 138. Figure 9, where the same numbers as in Figure 5, plus 100, are used in order to identify Similar elements illustrate a crankshaft 164 which differs from the crankshaft 64 of Figure 5. As shown in Figure 9, the journal 214 of the crankshaft 164 has an extension 158 of smaller diameter than the journal 214. Although the extension 118 of the crankshaft 64 is provided with threads 118a for connection of the crankshaft 64 with an attachment, the extension 158 of the crankshaft 164 is formed with slots 160 for this purpose. In addition, the internal chamber 120 of the crankshaft 64, as well as of the adjacent passage 124, are omitted in the crankshaft 164. Instead, the crankshaft 164 is provided with a circular chamber 162, eg, a full chamber, which is placed in the region of the joint between the hammer 214 and its extension 158, that is, at the end of the bearing 214 distant from the crank arm 168a to which the bearing journal 214 is fixed. The circular chamber 162 circumscribes part of the bearing 214 and part of the extension 158. The bearing sleeve for the journal 214 may resemble the bearing sleeve 140 of Figure 6 except that the circumferentially extending annular channel 144. may be omitted. In this manner, the annular channel 144 establishes a connection between the longitudinal channels 142. Since this connection can be established on the crankshaft 164 having the longitudinal channels that open into the circular chamber 162, the annular channel 144 will be unnecessary. sario The longitudinal channels in the bearing sleeve for the journal 214 can then run through the length of the bearing sleeve. The journal 216 of the crankshaft 164 may have an extension with grooves similar to the journal 214 or an extension with threads similar to the bearing journal 116 of the crankshaft 64. In addition, the journal 216 may be provided with a circular chamber such as the journal 162 of the bearing journal. 214 or with an internal chamber similar to the camera 120 of the crankshaft 64. In Figure 10, the same numbers as in Figures 1 and 2a-2g represent similar elements. Figure 10 shows another bearing element 174 for the bearing journals 114, 166 of the crankshaft 64 or the journal bearings 214, 226 of the crankshaft 164. The bearing member 174 is supported on a bearing carrier 178 which, in turn, is mounted on the front wall 14 of the engine case 12. The bearing carrier 176 extends from the outer surface of the front wall 14 to the inner surface thereof which faces the crankcase chamber 22. The bearing element 174 includes a cylindrical wall 174a which is received in the bearing carrier 176 and defines a mounting passage 178 for a bearing 114,116,214,216. The mounting passage 178 has an axial or longitudinal end 178a that confronts the crankcase 22 and an opposite axial or longitudinal end 178b remote from the crankcase 22. At the longitudinal end 178a, the cylindrical bearing wall 174a is provided with an annular thrust flange 174b projecting radially outward from the bearing wall 174a. The bearing carrier 176 has an end surface 176a that faces the crankcase 22. The end surface 176a is formed with an annular recess that receives the push flange 174b of the bearing element 174. The cylindrical bearing wall 174a is provided with a cylindrical cavity 180 that runs through the length of the bearing wall 174a and limits the mounting passage 178. The cylindrical cavity 180 intersects an annular cavity 182 that is formed in the push tab 174b and extends from the cylindrical bearing wall 174a to the radially outer edge of the push tab 174b. On this edge of the push flange 174b, the annular cavity 182 opens into the chamber of the crankcase 22. Referring again to FIG. 1, a sprocket or rotating element 80 is mounted on the crankshaft 64 externally of the motor housing 12. The crankshaft gearwheel 80 is engaged by two worm gear members 82 and 84 which may be, for example, in the form of toothed belts. The transmission member 82 extends around and engages the valve drive sprocket 52 for the valve mechanism 28 while the transmission member 84 extends around and engages the valve drive sprocket 52 for the valve mechanism 30. In this way, the transmission members 82, 84 function to transmit the rotational movement of the crankshaft 64 towards the rotary valve members 32 which are correspondingly rotated by the crankshaft 64. A throttle body 86 is mounted in the housing of the engine. 12, and an injector or carburetor 88 is placed between the choke body 86 and the box 12. The injector or carburetor 88 is positioned to introduce the fluid in the form of a mixture of air and atomized fuel and oil into the chamber of the crankcase 22 and constitutes a means for admitting the fluid into the chamber 22. Taking into account Figures 2a-2g together with Figure 1, the upper wall 18 of the ca The motor 12 is provided with an inlet opening 90 for introducing the fuel mixture into the chamber of the crankcase 22. A unidirectional element 92, eg, a tab valve, controls the flow of the fuel mixture through the inlet opening 90. The lower wall 20 of the engine case 12 is provided with an outlet opening 94 for evacuation of the fuel mixture from the crankcase 22. The flow of the fuel mixture through the opening output 94 is controlled by a unidirectional element 96 which again can be a tab valve, for example. A transfer tube or conduit 98 leads from the outlet opening 94 to the valve mechanism 28 positioned at the longitudinal end 24b of the bore of the cylinder 24. A second transfer tube or conduit 100 leads from the outlet opening 94 to the transmission mechanism. valve 30 positioned at the longitudinal end 26b of the bore of the cylinder 26. Returning to Figure 3 together with Figure 1, the transfer tube 98 has an end similar to a round guitar with an annular portion 98a. The annular tube portion 98a surrounds the receiving orifices 42 of the rotary valve member 32 that constitute part of the valve mechanism 28. The fuel mixture running through the transfer tube 98 enters the annular tube portion 98a and then flows through the receiving orifices 42 into the intake section 36 of the rotary valve member 32. The annular tube portion 98a distributes the fuel mixture to the various receiving orifices 42. The annular tube portion 98a is provided with one or more flanges 102. The flange or flanges 102 allow the annular tube portion 98a to be attached to the cylinder head 106 by one or more fasteners 104 such as pins. As illustrated in Figure 1, the transfer tube 100 also has an end similar to a round guitar with an annular portion 100a. The annular tube portion 100a limits the receiving orifices 42 of the rotary valve member 32 that are part of the valve mechanism 30. The fuel mixture running through the transfer tube 100 enters the annular tube portion 100a and then flows through the receiving orifices 42 into the intake section 36 of the rotary valve member 32. The annular tube portion 100a distributes the fuel mixture to the various receiving orifices 42. Similar to the annular tube portion. 98a of the transfer tube 98, the annular tube portion 100a of the transfer tube 100 is provided with one or more flanges for attachment of the annular tube portion 100a to the cylinder head 110. The flange or flanges of the tube portion annular 100a are not visible in Figure 1. The crankcase chamber 22 is positioned to communicate with the injector or carburetor 88 through the valve 92 and with the valves. Transfer bosses 98, 100 by valve 96. Crankcase chamber 22 is further positioned to communicate with the portion of each cylinder bore 24, 26 positioned on the same side of the respective piston 56.60 as the crankcase chamber 22. Otherwise, the chamber of the crankcase 22 is sealed. The operation of the engine 10 will be described with reference to Figures 2a-2g. In this description, the arrows E and I indicate only if the fuel mixture is entering or leaving the cylinder bores 24,26. The actual directions of flow to the outside of cylinder bores 24,26 will differ from the directions represented by arrows E and I. Taking Fig. 2a into account, the pistons 56, 60 are just beginning to move away from the lower dead center. Valve 96 and valve mechanism 30 are closed. On the other hand, the valve 92 has been opened and the same is the case for the discard section 38 of the valve mechanism 28, as indicated by the arrow E. As the pistons 56, 60 march towards the upper dead center , a vacuum is created in the chamber of the crankcase 22 and the adjacent portions of the cylinder bores 24,26. A mixture of atomized air and fuel from the injector or carburetor 88 is attracted to the crankcase chamber 22 and the adjacent portions of the cylinder bores 24,26 through the inlet opening 90. The volume of the fuel mixture attracted to the chamber of the crankcase 22 and the adjacent portions of the cylinder bores 24,26, is equal to the sum of the displacements of the pistons 56,60. When the pistons 56.60 arrive toward the upper dead center, the valve 92 and the valve mechanism 28 close.

In Figure 2b, pistons 56, 60 have just begun to move away from the upper dead center. Valve 92 and valve mechanism 30 close while valve 96 and intake section 36 of valve mechanism 28 have been opened. The arrow I represents that the intake section 36 of the valve mechanism 28 is open. As the pistons 56, 60 march toward the lower dead center, the pistons 56, 60 compress the fuel mixture previously attracted to the crankcase chamber 22 and the adjacent portions of the cylinder bores 24,26. At the same time, the pistons 56, 60 force the mixture of compressed fuel through the opening 94, the transfer tube 98 and the intake section 36 of the valve mechanism 28 towards the longitudinal end 24b of the cylinder bore 24. The piston 56 is in an intake stroke and the fuel mixture flowing through the longitudinal end 24b enters the perforation portion of the cylinder 24 which serves as a combustion chamber. Due to the inevitable frictional losses, the volume of the fuel mixture fed into the combustion chamber of the cylinder bore 24 is slightly less than the sum of the displacements of the pistons 56, 60. However, this volume is significantly greater than the displacement of the piston 56 alone, or that the displacement of the piston 60 alone. Once the pistons 56.60 arrive at the lower dead center, the valve 96 and the valve mechanism 28 close. Returning to Figure 2c, the pistons 56, 60 are just beginning to move away from the lower dead center. Valve 96 and valve mechanism 28 remain closed while valve 92 and discharge section 38 of valve mechanism 30 have been opened. The opening of the discharge section 38 of the valve mechanism 30 is indicated by the arrow E. As the pistons 56, 60 move towards the upper dead center, a new quantity of the fuel mixture equal to the sum of the displacements of the pistons 56, 60 is attracted to the crankcase chamber 22 and the adjacent portions of the cylinder bores 24,26. The piston 56 is in a compression stroke and compresses the fuel mixture in the combustion chamber of the bore of the cylinder 24. This compression in the combustion chamber of the bore of the cylinder 24 constitutes an additional compression of the fuel mixture, since this fuel mixture was previously compressed. When the pistons 56, 60 reach the upper dead center, the valve 92 and valve mechanism 30 close and the spark plug 58 is fired to ignite the fuel mixture in the combustion chamber of the cylinder bore 24. Referring to FIG. Figure 2d, the pistons 56, 60 have just begun to move away from the upper dead center. Valve 92 and valve mechanism 28 remain enclosed while valve 96 and intake section 36 of valve mechanism 30 have been opened. The opening of the intake section 36 of the valve mechanism 30 is represented by the arrow I. The piston 56 is in an energy stroke. As the pistons 56, 60 move away from the upper dead center, the pistons 56, 60 compress the new fuel mixture in the crankcase 22 and the adjacent portions of the cylinder bores 24,26. Simultaneously, the pistons 56, 60 force the new fuel mixture through the opening 94, the transfer tube 100, the intake section 36 of the valve mechanism 30 and the longitudinal end 26b of the cylinder bore 26. The piston 60 is in an intake stroke, and the fuel mixture flowing through the longitudinal end 26b enters the perforation portion of the cylinder 26 that serves as a combustion chamber. Due to the inevitable friction losses, the volume of the fuel mixture fed into the combustion chamber of the cylinder bore 26 is slightly less than the sum of the displacements of the pistons 56, 60. However, this volume is significantly greater than the displacement of the piston 56 alone or the displacement of the piston 60 alone. Once the pistons 56, 60 reach the lower dead center, the valve 96 and the valve mechanism 30 close. Taking Fig. 2e into account, pistons 56.60 are just beginning to move away from the lower dead center. Valve 96 and valve mechanism 30 remain closed while valve 92 and discharge section 38 of valve mechanism 28 have been opened. The arrow E indicates that the discharge section 38 of the valve mechanism 28 is open. As the pistons 56, 60 move toward the upper dead center, an additional amount of the fuel mixture equal to the sum of the displacements of the pistons 56, 60 is attracted to the chamber of the crankcase 22, and the adjacent portions of the perforations of the cylinder 24,26. The piston 56 is in a discharge stroke and pushes the above combustion products into the combustion chamber of the cylinder bore 24 out of this combustion chamber through the discharge section 38 of the valve mechanism 28. The piston 60, on the other hand, is in a compression stroke and compresses the fuel mixture in the combustion chamber of the cylinder bore 26. This compression in the combustion chamber of the cylinder bore 26 constitutes an additional compression of the mixture of fuel, since this fuel mixture was previously compressed. When the pistons 56, 60 reach the upper dead center, the valve 92 and the valve mechanism 28 close and the spark plug 62 is fired to ignite the fuel mixture in the combustion chamber of the cylinder bore 26. Returning to the Figure 2f, pistons 56, 60 have just begun to move away from the upper dead center. Valve 92 and valve mechanism 30 remain enclosed while valve 96 and intake section 36 of valve mechanism 28 have been opened. The opening of the intake section 36 of the valve mechanism 28 is represented by the arrow I. The piston 60 is in a power or power stroke. Since the pistons 56, 60 move away from the upper dead center, the pistons 56, 60 compress the most recently admitted fuel mixture in the crankcase 22 and the adjacent portions of the cylinder bores 24,26. At the same time, the pistons 56, 60 force this fuel mixture through the opening 94, the transfer tube 98, the intake section 38 of the valve mechanism 28 and the longitudinal end 24b of the bore of the cylinder 24. piston 56 is again in the intake stroke and the air / fuel mixture flowing through the longitudinal end 24b enters the perforation portion of the cylinder 24 which serves as a combustion chamber. As above, the volume of the fuel mixture introduced into the combustion chamber of the cylinder bore 24 is significantly greater than the displacement of the piston 56 alone or the displacement of the piston 60 alone. Once the pistons 56.60 reach the lower dead center, the valve 96 of the valve mechanism 28 closes. Referring to Figure 2g the pistons 56, 60 are just beginning to move away from the lower dead center. Valve 96 and valve mechanism 28 remain closed while valve 92 and discharge section 38 of valve mechanism 90 have been opened. The opening of the discharge section 38 of the valve mechanism 30 is indicated by the arrow E. As the pistons 56, 60 move toward the upper dead center, yet another quantity of the fuel mixture equal to the sum of the displacements of the pistons 56, 60 is attracted to the crankcase chamber 22 and the adjacent portions of the cylinder bores 24,26. The piston 60 is in a 14 - discharge stroke and pushes the above combustion products into the combustion chamber of the cylinder bore 26 out of this combustion chamber through the discharge section 38 of the valve mechanism 30. In contrast, the piston 56 is in a compression stroke and compresses the fuel mixture that has just entered the combustion chamber of the cylinder bore 24. This compression in the combustion chamber of the cylinder bore 24 constitutes an additional compression of this fuel mixture since the last one was compressed previously. When the pistons 56, 60 reach the upper dead center, the valve 92 and the valve mechanism 30 close and the spark plug 58 is fired to ignite the fuel mixture in the combustion chamber of the cylinder bore 24. The sequence of operation is now returned to Figure 2d and repeated while the engine 10 operates. Even when the pistons 56, 60 move towards the upper dead center together and towards the lower dead center together, the piston 56 and the piston 60 are 180 degrees out of phase of the crankshaft. In this way, even when one of the pistons 56, 60 is in an intake stroke, the other is in an energy stroke. Similarly, when one of the pistons 56, 60 is in a compression stroke, the other of the pistons 56, 60 is in a discharge stroke. This arrangement is balanced and yields separate 360-degree firing impulses. Since the volume of the fuel mixture fed into the combustion chamber of the cylinder bore 24 or 26 exceeds the displacement of the respective piston 56 or 60, and since the fuel mixture is compressed during the introduction into the combustion chamber and again after the introduction, a supercharge effect is obtained. This supercharging effect is achieved without a fan or complicated rotor mechanism. In addition, the effect is virtually free since it is based on the actions that occur during the routine operation of an engine. The supercharging effect makes it possible that the horsepower and torque of the engine 10 have been significantly increased at low cost. The horsepower and torque of the engine 10 can be 40 to 45 percent greater than the horsepower and torque without compression of the crankcase. The fuel mixture drawn into the crankcase chamber 22 can lubricate and cool the crankshaft bearing sleeves 140,146,162 and, in addition, can cool the bottom sides of the pistons 56,60. This allows the temperature gradients, as well as the probability of detonation and piston failure, to be greatly reduced. In addition, the pump, sump and lines normally required for lubrication of the crankshaft bearing elements can be removed. Returning to Figures 5-9, a charge or pulse of the new fuel mixture is periodically admitted into the crankcase 22 as the crankshaft 64 or 164. rotates. Since the fuel in each charge has just experienced atomization or evaporation , the load is cold and can cool the entire crankcase. The load is under pressure, in a portion of the load flows towards the longitudinal channels 142, 146, 544 of the respective bearing sleeves 140, 146, 52. In the case of the crankshaft 64, the fuel mixture flowing along the longitudinal channels 142,148,154 enters the annular channels 144, 150, 156 and is then forced into the internal chambers 120,128,130,138 under the pressure of the crankcase. On the other hand, in the crankshaft 164, even though the fuel mixture is introduced into the inner chambers 228,230,238 through the annular channels 150,156, the mixture is fed into the circular chamber 162 directly from the longitudinal channels 142. The fuel mixture under pressure in internal chambers 120,128,130,138 of crankshaft 64 or, alternatively, in the circular chamber 162 and the inner chambers 228,230,238 of the crankshaft 164, it flows out under reduced pressure through the bearing sleeve surfaces such as the sleeves 140,146,152. Correspondingly, a pressurized flow of the fresh and cold fuel mixture is supplied to the bearing surfaces in the crankcase 22 at least once during each revolution of the crankshaft 64 or 164. If the internal chambers 120,128,130,138,228,230, 238 and the circular chamber 162 is filled with oil, may lose its function. Depending on the circumstances, the chambers 120,128,130,138,162,228,230,238 can be connected to the low pressure side of the throttle body via a line or they can be provided with drainage passages that allow the oil to drain out by centrifugal force. On normal engines, the lubrication of the cross pins does not require special attention. However, since the engine 10 of the invention is a high-performance engine, improved lubrication is desirable to reduce the temperature of the pins and the piston crowns. For this purpose, the pins of the crosshead are hollow and have their ends closed, e.g., with plastic buttons, so that an internal camera or a full camera is formed on each pin. In order to avoid the scraping of the pins of the crosshead, the pins are press fit on the pistons 56, 60 and oscillate in the bushings that hold the small ends of the connecting rods 74, 76, 78. The bushings are provided with channels or longitudinal notches as well as a central annular channel or notch that intersects the longitudinal channels. The fuel mixture flowing into the longitudinal channels of a bushing enters the central annular channel from where the mixture is forced into the respective crosshead pin through a duct. Taking Figure 10 into account, the cold fuel mixture is fed into the cylindrical cavity 180 of the bearing element 174 under pressure from at least one hole in the bearing carrier 176. The fuel mixture enters the cylindrical cavity 180 in the longitudinal end 178b of the mounting passage 178, that is, at or near the area of the cylindrical cavity 180 that is furthest from the push tab 174b. The fuel mixture is distributed circumferentially of the cylindrical cavity 180 and runs through the length of the cylindrical bearing wall 174a towards the annular cavity 182 in the push tab 174b. The fuel mixture then flows radially outwardly through the annular cavity 182 and discharges into the crankcase 22, with a reduction in pressure.

The movement of the pistons 56, 60 in diametrically opposed directions allows the amplitudes of the torque reaction and the discharge impulses to be reduced by half. This movement also allows the vibrations due to the reciprocation of the piston 56 and the vibrations due to the reciprocation of the piston 60 to be canceled almost entirely. As mentioned above, there is a uniform mass distribution for the pistons 56.60, the crank arrangement 66, the connecting rods 74, 76.78 and the mounting elements for the rods 74, 76.78 around a normal close-up to the y-axis bisecting the crank pin 72c. In addition, there is a uniform mass distribution around a second plane perpendicular to the first plane and containing the axis of rotation R. These uniform mass distributions allow a dynamic mass balance to be achieved in this way allowing it to be entirely eliminated or the yawing or lateral deviations and their accompanying vibrations are almost entirely eliminated. The large drilling-to-stroke ratio allows the piston speed to be reduced. This, in turn, makes it possible to reduce internal wear and tear on, and increase the duration of the motor 10. The large drilling-to-stroke ratio also allows volumetric and thermal efficiencies to be increased. This relationship also makes it possible to reduce the thermal gradients, thus allowing the possibility of detonation to be reduced. The large drilling-to-stroke ratio also allows the maximum rod angle to be reduced. This allows the weights of the connecting rods 74, 76, 78, as well as the functional length of the crankshaft 64, to be reduced. In addition, the lateral thrust and friction on the walls of the cylinder is reduced. Consequently, the rigidity is increased and the weight of the engine is decreased. At the same time, the friction and heat generated by it are reduced, further decreasing the tendency for detonation. As indicated above, the rotary valve member 32 can be a part or assembly and can be driven by a belt. A valve system including the rotary valve member 32 has many advantages including several of great importance to reduce or eliminate detonation. Among the advantages of this system are the following: 1. The rotary valve member 32 allows the temperature gradients to be reduced and the hot zones eliminated essentially reducing the possibility of detonation. This is due to the rotation of the hot discard section 38 of the valve member 32 towards the colder external portion of the cylinder head during each operating cycle. 2. When the rotary valve member is in one piece, heat can flow from the hot discharge section 38 to the relatively cold intake section 36. This allows the temperature gradient across the cylinder head and crown of the neighboring piston 56 or 60 is reduced, thus decreasing the possibility of detonation. 3. The rotary valve member 32 allows the temperature on the discharge side of the cylinder head to be lowered because the exhaust gases exit through the valve member 32 instead of through an orifice in the material. actual cylinder head 106 or 110. If desired, the inner surfaces of the discharge section 38 of the valve member 32 can be coated with a refractory material to isolate the valve member 32 and the head from the heat loads high. 4. The rotary valve member 32 can be mounted so that it does not protrude into the adjacent combustion chamber (as do the vertical movement valves) thereby allowing high compression ratios to be obtained. 5. The system is simple reliable and self-lubricating and rarely requires adjustment. 6. System operation is not greatly damaged by accidental re-verification that can quickly damage a valve motor. 7. The system is quiet. 8. The system allows the use of extremely small combustion chamber volumes. This, in turn, makes it possible to achieve the high compression ratios required when alcohol and propane are to be used as fuels. 9. The rotary valve member 32 can serve as a structural element for providing rigidity to the cylinder head 106 or 110. 10. The rotary valve member 32 allows the number of parts to transfer fluid from the crankcase chamber 22. to the combustion chamber in one of the cylinder bores 24 or 26 are reduced from about twenty to as few as two, namely, the valve member 32 itself and the transfer tube 98 or 100. The number of pieces could to be greater than two if necessary or desirable, eg, the driving section 48 of the valve member 32 could be manufactured as a separate part.11. The rotary valve member 32 allows the front area of the cylinder head to be significantly reduced. 12. The energy required to drive the rotary valve member 32 varies directly with the revolutions per minute while the energy required to drive a valve varies as the square of the revolutions per minute. In Figure 11, the same numbers as in Figures 1 to 3, plus 300, identify similar elements. Figure 11 shows that a transfer tube 40 may include an annular tube portion 400a and a separate conduit 400b such as a hose. The annular tube portion 400a is connected to the conduit 400b by a fastening arrangement 354. The annular tube portion 400a is formed with a flange 356. The flange 356 allows the annular tube portion 400a to be fixed to the cylinder head 410 by means of appropriate fasteners 358, eg, screws. Figure 11 also shows a rotary valve member 332 that is designed to experience limited movement in the axial or longitudinal direction thereof. The rotary valve member 332 has an elongated valve member 334 that differs from the elongate valve member 34 of Figure 3, since the valve member 334 is provided with an annular flange projecting radially outwardly 360 in the region of the receiving orifices 342. Further, in the valve member 34, the additional section 48 and the longitudinal end 36a of the intake section 36 have an external diameter greater than that of the discharge section 38. In contrast, the discharge section 338 of the elongate valve member 334 has the same external diameter as the additional section 448 and the longitudinal end 336a of the intake section 336. Furthermore, even when the additional section 48 of the valve member 34 is splined, the additional section 448 of the valve element 334, it is not. The splines 50 of the additional section 48 of the elongated valve element 34 establish a connection with the respective driving sprocket 52 which serves to rotate the rotary valve element 32. In this way, the driving sprockets 52 are provided with grooves that they coincide with the grooves 50 of the respective elongated valve element 34. In Figure 11, the driving sprocket 352 is formed without flutes and, instead, has a connecting portion 352a for attaching the driving sprocket 352 to the element of elongate valve 334. The connecting portion 352a projects axially outwardly from a toothed portion 352b constituting part of the driving sprocket 352 and functions to engage an endless transmission member such as a toothed belt. The elongate valve element 334 has a cylindrical wall 334a which, at the end of the additional section 448 remote from the intake section 336 of the valve member 334, has a cylindrical end face directed away from the intake section 336. The connecting portion 352a of the driving sprocket 352 is fixed to the end face by fastening and adjusting elements 362, eg, screws, which pass through the slotted holes in the connecting portion 352a. The fastening and adjustment elements 362 serve not only for fixing the driving sprocket 352 to the elongate valve element 354 but also for fine adjustment of the timing of the rotary valve member 332. A disc 364 is inserted at the end of the additional section 448 distant from the intake section 336 and closes on this end the elongated valve element 334. The disk 364 has a central, thickened portion 364a that is provided with a threaded opening. An externally threaded operating member 366, eg, a button head bolt extends through a hole in the connecting portion 352a of the driving sprocket 352 and is screwed into the threaded opening of the disc 364. The valve member rotary 332 is slidable in an axial or longitudinal direction thereof relative to the cylinder head 410 as well as the driving sprocket 352, the fastening and adjustment elements 362 and the operating element 366. In Figure 11, the valve member 332 slides horizontally, i.e., from left to right and from right to left. The annular flange 360 of the elongate valve member 334 is positioned within the annular tube portion 400a of the transfer tube 400, and has a major surface 360a that is oriented away from the cylinder head 410. The main flange surface 360a is the pressure of the fuel mixture flowing from the transfer tube 400 towards the valve member 332. This pressure pushes the rotary valve member 332 to the right as seen in Figure 11. The annular flange 360 cooperates with the annular tube portion 400a, the cylindrical wall 334a of the elongate valve member 334 and the cylinder head 410 to define a compartment 368 for at least one spring 370, eg, a coil spring. The annular flange 360 has a second major surface 360b that is oriented away from the main flange surface 360a and confronts the compartment 368, and the spring or springs 370 rest against the second major surface 360b and against the cylinder head 410. The spring or springs 370 push the rotary valve member 332 to the left as seen in Figure 11. The movement of the rotary valve member 332 to the right is limited by a spring or springs 370 that prevent further movement when the force exerted on the main flange surface 360b by the spring or the springs 370 balances the force exerted on the main flange surface 360a by the fuel mixture. On the other hand, the movement of the rotary valve member 332 to the left is limited by a stop or stop device 372 formed on the inner surface of the annular tube portion 400a of the transfer tube 400. The movement of the rotary valve member. 332 to the left ceases when the main flange surface 360a comes into contact with the cap 372. In Figure 11, the rotary valve member 332 is in its leftmost position in which the major flange surface 360a is rests against stop 372. Axial or longitudinal movement of rotary valve member 332 can occur even when valve member 332 is driven in rotation by coincident flutes in the valve drive sprocket 352 and the additional section 448 of the valve member elongated 334. The movement of the valve member 332 under these conditions, for example, can be accommodated by designing the sprocket a valve thruster 352 and the transmission member, eg, the toothed belt, which couples the same so that the width of the valve driving sprocket 352 exceeds the width of the transmission member by an amount equal to the desired displacement of the member of rotary valve 332. By way of example, the rotary valve member 332 can be positioned to move axially through a distance equal to or approximately equal to 0.25 inch or 6 millimeters. This distance may correspond to 75 percent of the width of the discharge orifices 344 in the elongated valve member 334. The cylinder head 410 is formed with a series of outlet holes 374 having the same size and shape as, and are equal in number to the discharge orifices 344. The discharge orifices 344 of the rotary valve member 332 are separated from one another by continuous tapes or bridges 344a while the outlet orifices 374 of the cylinder head 410 are separated from each other by continuous tapes or bridges 374a identical in size and shape, and equal in number, to the continuous tapes 344a. The continuous belts 344a, 374a cooperate with one another to change the effective width of the orifice as the rotary valve member 332 moves axially. The effective hole width is the dimension of the free area, considered with respect to the width of the holes 344,374, which is available for the flow of the fuel mixture. The rotary valve member 332 is positioned so that the discharge ports 344 of the valve member 332 are exactly in register with the outlet hole 374 of the cylinder head 410 when the valve member 332 is in its clockwise position. . This situation is illustrated in A in Figure 12 which illustrates that the continuous tapes 344a, 374a are also exactly in coincidence. In the position to the right of the rotary valve member 332, the effective width of the hole EW is a maximum and the entire width of the holes 344,374 is available for the fuel mixture to flow therethrough. In B in Figure 12, the rotary valve member 332 has shifted slightly to the left from its position to the right. In none of the holes 344,374 or the continuous belts 344a, 374a are exactly in coincidence anymore, and a portion of each valve orifice 344 is blocked by a continuous ribbon 374a of the cylinder head 410. The continuous belts 344a, 374a cooperate a with the other to reduce the width EW of the effective hole of its maximum value. In C in Figure 12, the rotary valve member 332 has moved further to the left, that is, it has moved to the left from its position in B. The effective width of the hole EW correspondingly is reduced from that in B. The rotary valve member 332 has taken its leftmost position in D in Figure 12 and the effective width of the EW orifice is at a minimum. The axial displacement of the rotary valve member 332 is intended to inhibit knocking and pre-ignition. Detonation is a phenomenon in which the fuel mixture is too poor and ignites through its volume instead of having combustion characteristics of the flame front. The result is a pronounced pressure rise that leads to high pressure loads and high heat loads. The detonation, which is usually audible, causes an erosion of the oil film as well as the erosion of the valves, the upper parts of the piston and the surfaces of the combustion chambers. The detonation can also raise the temperature of the spark plug tips, valves and other exposed and poorly cooled elements to such an extent that one or more of these elements begins to ignite the fuel mixture earlier than normal. This condition is known as pre-ignition and causes an immediate and perceptible loss of energy.

The pre-ignition also results in high pressure loads and heat loads that rapidly disintegrate the piston rings, burn the exhaust valves and melt the upper parts of the piston thereby destroying the engine. Knocking may occur when the larger non-vaporized fuel droplets exit the suspension due to cold conditions and / or at low speed of the fuel mixture. The detonation can be done when a motor is hot or when starting when a motor is cold. In a hot engine, detonation can occur at low speeds under a load referred to as "slow" or at low to moderate speeds when the throttle valve is suddenly opened, thereby creating an increased demand for a fuel mixture. normal. Returning to Figures 11 and 12, detonation can be inhibited by imparting turbulence to the fuel mixture flowing from the valve member 332 toward the cylinder bore 326 and increasing the speed of the mixture. The axial displacement of the rotary valve member 332, which can be carried out manually or automatically, makes it possible to induce turbulence in the fuel mixture. Assuming that the engine of the invention is running at maximum horsepower and revolutions per minute, the automatic operation of valve member 332 is as follows: At maximum horsepower and revolutions per minute, the fuel mixture entering the portion The annular tube 400a of the transfer tube 400 is at a pressure high enough to overcome the spring resistance of the springs 370 acting on the annular flange 360 of the elongate valve element 334. Consequently, the rotary valve member 332 in its position further to the right where, as shown in A in Figure 12, the valve orifices 344 exactly coincide with the head holes 374. The width EW of the effective orifice is at a maximum and the fuel mixture flows through holes 344,374 experiences little turbulence. However, since the engine is hot and the fuel mixture has a high speed, turbulence is unnecessary because the fuel droplets do not tend to come out of the suspension and the possibility of detonation is low.

If the engine operator is now throttled back slightly the speed of the fuel mixture decreases to a certain degree. Correspondingly, the tendency of the fuel droplets to exit the suspension begins to increase as well as the possibility of detonation. The pressure of the fuel mixture in the annular tube portion 400a of the transfer tube 400 decreases slightly as the motor is regulated backward and the spring or springs 370 are able to move the rotary valve member 332 toward the left. In B, in Figure 12, the force exerted on the annular flange 360 of the elongated valve member 334 by the spring or the springs 370 is equal to the force exerted by the fuel mixture of reduced pressure. The width EW of the effective orifice is reduced to some degree from its maximum value of the continuous belts 344a, 374a of the elongate valve member 334 and cylinder head 410 create small passages or discontinuities in the flow paths of the fuel mixture. Therefore, a small degree of turbulence is induced in the fuel mixture passing through the orifices 344.374 and the speed of the mixture is increased to a certain degree. The tendency of the fuel droplets to exit the suspension decreases with an attendant decrease in the possibility of detonation. In case the engine is further strangled so that the tendency of the fuel droplets to exit the suspension increases from a mild to moderate medium, the spring or the springs 370 move the rotary valve member 332 further to the left from the position indicated in B in Figure 12 to that indicated in C. The spring or the springs 370 can move the rotary valve member 332 further towards the left because the pressure of the fuel mixture experiences a further decrease as the engine chokes again. The width EW of the effective orifice is reduced from that in B, and the steps or discontinuities formed by the continuous tapes 344a, 374a are enlarged. Consequently, a moderate degree of turbulence and a moderate increase in velocity are imparted to the fuel mixture running through holes 344,374 to counteract the moderate tendency of the fuel droplets to exit the suspension. When the engine is in free running and the tendency of the fuel droplets to come out of the suspension is high, the spring or springs 370 push the rotary valve member 332 towards its more leftward position. In this position, which is shown in D in Figure 12, the effective width EW of the orifice is at a minimum and the steps or discontinuities created by the continuous tapes 344a, 374a are of a maximum size. As a result, the degree of turbulence induced in the fuel mixture following through the orifices 344,374 is maximized and the speed of the mixture is considerably increased. Detonation is inhibited even when the choke opens suddenly. Since the energy to move the rotary valve member 332 comes from the spring and the springs 370 and from the pressure of the fuel mixture, the energy is essentially free. As indicated above, it is possible to manually move the rotary valve member 332 axially. This can be achieved by fixing one end of the push-pull cable, which can move the rotary valve member left and right to the operating element 366. The other end of the cable can be connected with a lever that is movable to the between the "Start and Slow Operation" settings of the "Intermediate Scale" and "Operation" settings. Under these circumstances, the spring or the springs 370, the stop 372 and the annular flange 360 on the valve element 334 can be eliminated.

A significant advantage of an oval or approximately oval shape for the holes 344,374 is that the duration is progressively reduced as the motor undergoes stringency again. This is due to the fact that not only the effective width EW of the orifice but also the effective orifice length decreases as the rotary valve member 332 moves to the left. The effective length of the hole is the length of the free area, which is considered longitudinally of the holes 344,374, which is available for the flow of the fuel mixture. A progressive reduction in duration with decreasing engine speed allows for uniform operation that can be achieved through the scale of revolutions per minute useful engine. In addition, this progressive reduction in duration allows an operation within the intense intermediate scale as well as an intense free running that is going to be obtained and allows the motor to be "dragged" at free and dragging speeds. It is possible to push or hang at angles the holes 374 of the cylinder head 410 in such a way that the fuel mixture is caused to oscillate. This further reduces the tendency of the fuel droplets to exit the suspension.

During automatic axial displacement of the rotary valve member 332, there will be a slight delay in the movement of the valve member 332 due to inertia. This allows the inlet fuel mixture to fill the transfer tube 400 and the intake section 336 of the rotary valve member 332 before the valve orifices 344 are opened thereby preventing a poor free mixture from causing detonation when the throttle valve opens suddenly. A delay may also be achieved wherein the rotary valve member 332 is manually moved in the axial direction thereof by inserting a delay device into the cable used to move the valve member 332. In a conventional engine, there is only one set of conditions where the revolutions per minute, the position of the choke, the flow rate of the fuel mixture, the turbulence, the torque and the horsepower are optimal. The design of rotary valve member 332 and the assembly of the latter for axial movement allows for optimal conditions to be achieved more broadly across the scale of operation of the engine of the invention. This is demonstrated by a high torque very consistently intense at low revolutions per minute and an abundance of energy at high revolutions per minute. An engine without the variable time period of the orifice obtainable with the rotary valve member 332 can not possess this flexibility. The usable revolutions per minute scale of the engine of the invention can be increased by 20 to 30 percent at a cost increase of 1 to 2 percent. The rotary and axially displaceable valve member 332 not only allows a more efficient hole-to-hole ratio to be obtained but also induces the correct amount of turbulence for each speed ladder thus allowing the danger of detonation to be reduced. When the intake section 36,336 of a rotary valve member 32,332 is closed, a certain amount of the pressurized fuel mixture is trapped in the transfer tube 98,100,400. When the discharge ports 44, 344 are opened again, the trapped fuel mixture allows the heavier, earlier loading of a combustion chamber to be obtained with an accompanying increase in efficiency. In fact, the charge of a combustion chamber can begin one before the start of the intake stroke. The engine according to the invention makes it possible to achieve an increased ratio of horsepower to weight, an increased ratio of horsepower to unit displacement, and an increased ratio of horsepower per unit of fuel consumed. In addition, the engine is relatively simple, lightweight and quiet and has relatively few parts. In addition, the engine is capable of generating a high torque and is capable of operating without detonation or pre-ignition even low-class fuels. The engine also allows for good fuel efficiency and does not require exotic materials or processes. In addition, the engine can be built in a regular automotive machine shop. The engine of the invention can be used for different applications. For example, the engine can be used in motor vehicles, pumps, generators, tillage implements and manufacturing plants as well as for various military applications such as buzzers and monitoring devices. Various modifications are possible within the meaning and scale of equivalence of the appended claims.

Claims

CLAIMS: 1. An engine comprising: a wall means defining a first passage, a second passage, and a compartment positioned to open towards each of the passages, the first passage having a first end facing the compartment and a first opposite end remote from the passage. compartment, and the second passage has a second end facing the compartment and a second opposite end remote from the compartment; a first reciprobable member, reciprocating in the first passage; a second reciprocable member reciprocating in the second passage; a means to admit fluid in the compartment; means for transferring the fluid from the compartment to the first opposite end and the second opposite end; a fluid flow control means positioned to establish communication between the transfer means and the first opposite end while sealing the second opposite end from the transfer means, the fluid flow control means is also placed to establish the communication between the transfer means and the second opposite end while sealing the first opposite end from the transfer means; and an impeller means driven by the first reciprocable member and the second reciprocable member, the impeller member, the first reciprocable member and the second reciprocable member are positioned in such a manner that the first reciprocable member and the second reciprocable member move simultaneously towards a first end and a second end respectively, and in such a way that the first reciprocable member and the second reciprocable member move simultaneously towards the first opposite end and the second opposite end, respectively. 2. The motor of claim 1, wherein the first passage and the second passage extend in diametrically opposite directions. The motor of claim 2, wherein the first reciprocable member and the second reciprocable member have essentially the same mass, the driving means comprises a crank arrangement capable of rotating on a predetermined axis, the crank arrangement includes a separate pair coaxial of first crank pins to one side of the predetermined axis and a second crank pin positioned between the first crank pins to an opposite side of the predetermined axis, the crank arrangement has essentially the same mass on either side of a plane containing the predetermined axis, and the crank arrangement also has essentially the same mass on either side of a plane perpendicular to the second crank pin, the alternative means further comprising a first crank extending from each of the first crank pins to the first reciprobable member, and the reciprocable member further comprises a second connecting rod extending from the second crank pin to the second reciprocable member, the second crank has a mass essentially equal to the sum of the masses of the first cranks. The motor of claim 1, wherein the transfer means comprises a first conduit extending from the compartment to the first opposite end and a second conduit extending from the compartment to the second opposite end. The motor of claim 1, wherein the fluid flow control means comprises a rotary valve member. 6. The motor of claim 5, wherein the valve member is positioned to be rotated and operated in time by the driving means. The motor of claim 5, wherein the valve member comprises an elongate element having a first tubular section and a second tubular section, the first tubular section and the second tubular section extending longitudinally of the element and dividing one of the other, and the first tubular section is positioned to communicate with the transfer medium and is provided with a first hole to admit fluid to one of the opposite ends, the second tubular section is provided with a second hole for discharging the fluid from an opposite end. The motor of claim 7, wherein the first hole and the second hole are circumferentially offset from the elongate element. The motor of claim 7, wherein the first tubular section is provided with an additional hole for receiving the fluid from the transfer medium. The motor of claim 7, wherein the elongate member further comprises a driving section for connecting to the driving means. 11. The motor of claim 7, wherein at least one of the holes is triangular, trapezoidal, oval or approximately oval. The motor of claim 5, wherein the rotary valve member has a rotation axis and is movable along the axis. The motor of claim 1, wherein the first passage and the second passage each comprise a cylinder bore, the first reciprocable member and the second reciprocable member each comprise a piston, the compartment comprises a crankcase chamber and the The driving means comprises a crank. The motor of claim 1, wherein the driving means is provided with a camera positioned to receive fluid from the compartment. 15. The motor of claim 14, wherein the chamber is generally annular and limits a portion of the driving means. 16. The motor of claim 14, wherein the driving means comprises a journal and the camera is positioned in the journal. 17. The motor of claim 1, further comprising a bearing element for the driving means, the bearing element is provided with at least one cooling channel which extends along a section of the driving means and which empties towards the driving medium along the section. The motor of claim 17, wherein the bearing element has opposite longitudinal ends and a cooling channel extends in one direction from one of the longitudinal ends to the other of the longitudinal ends. 19. The motor of claim 18, wherein a cooling channel extends circumferentially of the bearing element. The motor of claim 18, wherein the bearing element is provided with a plurality of cooling channels extending in one direction from one of the longitudinal ends to the other of the longitudinal ends, and an additional cooling channel. it extends circumferentially of the bearing element and intersects the channels of the plurality. 21. The motor of claim 17, wherein the driving means is provided with a chamber that opens into the cooling channel. 22. An engine comprising: a wall means defining at least one passage, and a compartment positioned to open into a passage, the passage having one end facing the compartment and another distant end of said compartment; a reciprocable member, reciprocable in a passage; a driving member in the compartment positioned to be driven by the reciprobable member; a means to admit the fluid to the other extreme; and a fluid flow control means for regulating the admission of fluid to the other end, the fluid flow control means includes a rotary valve member, and the valve member is provided with at least one orifice that is positioned to receive the fluid from the intake means and to admit fluid to the other end, the valve member has an axis of rotation and is displaceable along the axis. 23. An engine comprising: a wall means defining at least one passage, and a compartment positioned to open into a passageway; a reciprocable member, reciprocable in a passage; a driving member in the compartment positioned to be driven by the reciprocable member; and a bearing element for the driving means, the bearing element is provided with at least one cooling channel which extends along a section of the driving means and which opens into the driving means along the section. 24. The motor of claim 23, wherein the driving means is provided with a chamber that opens into a cooling channel. 25. The motor of claim 23, wherein the bearing element has opposite longitudinal ends and is provided with a plurality of cooling channels extending in one direction from one of the longitudinal ends to the other of the longitudinal ends., the bearing element is further provided with an additional cooling channel extending circumferentially of the bearing element and intersecting the channels of the plurality. 26. A method for operating an engine comprising the steps of: drawing the fluid into a compartment by simultaneously moving each of the two reciprocable members along a respective passage from a first position closer to the compartment to a second further position. away from the compartment; compressing the fluid and introducing at least a portion thereof into a passage by simultaneously moving each reciprocating member in a direction from the respective second position towards the respective first position; and further compressing the fluid portion in a passage by moving the respective reciprocable member in a direction from the respective first position to the respective second position. 27. The method of claim 26, wherein the reciprocable members move in diametrically opposed directions. The method of claim 26, further comprising the step of rotating the valve member to control the flow of the fluid portion. 29. The method of claim 28, further comprising the step of driving an impeller member with the reciprocable members, the impeller member being positioned to rotate the valve member. The method of claim 28, wherein the valve member comprises an elongate member having a first tubular section and a second tubular section, the first tubular section and the second tubular section extending longitudinally of the elongated member and one is separated on the other, the first tubular section being positioned to receive the fluid from the compartment and being provided in a first hole for admitting the fluid in a passage, the second tubular section being provided with a second orifice for discharging the fluid from a passage. 31. The method of claim 30, wherein the first hole and the second hole are circumferentially offset from the elongate element. 32. The method of claim 30, wherein the first tubular section is provided with an additional hole for receiving fluid from the compartment. 33. The method of claim 30, further comprising the step of driving a driving member with the reciprocating members, the elongated element further comprising a driving section for connecting with the driving member. 34. The method of claim 30, wherein at least one of the holes is triangular, trapezoidal, oval or approximately oval. 35. The method of claim 28, wherein the valve member has a rotation axis; and further comprises the step of displacing the valve member along the axis. 36. The method of claim 26, for use wherein the reciprocable members drive a drive member having a carrier element that is - received by a bearing element, further comprising the step of cooling the bearing element, the cooling passage including the establishing of the fluid flow between the bearing element and the carrier element. 37. The method of claim 36, further comprising the step of admitting fluid in the carrier element from a location between the bearing element and the carrier element. 38. A method for operating an engine comprising the steps of: admitting fluid in a passage; compressing the fluid in the passage by moving a reciprocable member along the passage in a predetermined direction; moving the reciprocable member along the passage in a direction opposite to the predetermined direction after the compression step; and controlling the flow of fluid to the passage, the step of controlling includes rotating a valve member in an axis of rotation, and displacing the valve member along the axis. 39. A method for operating an engine comprising the steps of: reciprocating a reciprocable member; il - driving a driving member with the reciprocable member, the driving member has a carrying element which is received by a bearing element; and cooling the bearing element, the cooling step includes establishing the fluid flow between the carrier element and the bearing element. 40. The method of claim 39, further comprising the step of admitting the fluid in the carrier element from a location between the bearing element and the carrier element.