MXPA99005569A - Double-chamber combustion engine with increased relation, of itinerant disc with application of force to an inertial rotatory cam by means of transmitter rod with combined movement - Google Patents

Abstract

Un motor de combustión interna cuyos cilindros de disco itinerante están funcionalmente unidos a un mecanismo de leva de surco rotatoria que modula el movimiento del vástago de mando de dicho disco itinerante para desarrollar ciclos sucesivos en los que se alternan movimientos rectilíneos con pausas. En el motor de la invención cada vez que el disco itinerante desarrolla su carrera lo hace siempre impulsado por una etapa de explosión que tiene lugar en una de las dos cámaras de combustión de cada cilindro, mientras que en la otra cámara se llevan a cabo las etapas de escape, admisión y compresión.

Description

INTERNAL COMBUSTION ENGINE IN DOUBLE CHAMBER WITH COMPRESSION-INCREMENTED EXPANSION RELATIONSHIP, ITINERANT DISC WITH APPLICATION OF FORCE TO INERTIAL ROTATIONAL CAME BY MEASURE TRANSMITTER WITH COMBINED MOVEMENT OF INTERVAL PAUSES Field of the Invention The present invention relates to an internal combustion engine in cylinder (s) of adjacent chambers in which a transmission rod, with a movement that at intervals performs pauses, applies the power to an inertial command plate that converts rectilinear motion into circular motion. In the engine of the invention, each time the traveling disc develops its race it is driven by the force of an explosion in one of the two chambers that each cylinder possesses. In each cylinder of the engine of the invention the traveling disc race is extended to such an extent that the explosion stage in a given combustion chamber encompasses part of the exhaust stage and the entire intake and compression stages in the chamber of contiguous combustion.

Background of the Invention As is known by all, the internal combustion engine is a machine that takes advantage of the expansion of the gases produced by the live combustion of a fuel mixture in the combustion chamber of the cylinder. The expression "four times", referring to the operation of a volumetric type internal combustion engine, basically indicates the number of times that the volume of a machine in question must vary so that it is possible to obtain a working cycle of the fluid and return to the initial conditions, in disposition to carry out another cycle. The four-cycle cycle, devised and described by Alphonse Beau De Rochas in 1860, foresees two piston strokes (compression and expansion) during which the thermodynamic cycle is completed, and two more strokes (exhaust and admission) of pumping, in the that the machine performs an almost complete sweep. Consequently, four variations of the volume are necessary to return the machine to the initial conditions, after a complete cycle.

In a conventional four-cycle Otto cycle engine, which is nothing more than a practical and functional application of the operating principle originally devised by Engineer Beau De Rochas; for every two complete strokes of the piston there is a single active phase (expansion) in which the motor supplies mechanical energy and where the work done by the fluid is proportional to its pressure and volume variation. The four variations of volume in this type of engines, which give rise to axial displacements of the piston from a crank-crank mechanism, correspond to two complete turns of the crankshaft associated with the engine. The previous one is the fundamental principle on which the operation of this type of engines is based and which is still preserved in our days. However, modern engines have a series of improvements and sophistications that have only helped to improve the environment in which they work. Thus, current engines are equipped with electronic fuel injection systems, multiple valve mechanisms, more efficient cooling systems and even catalytic systems that reduce the emission of polluting gases by effecting an additional oxidation of these gases before they are released. to the atmosphere. However, all these innovations have done nothing but improve the environment of the engine with excellent materials, designs and auxiliary systems that try to get the most out of it. As already mentioned in previous patent applications and developed by the same inventor, a point that has evolved very little is the reduction of friction that exists in the various components of both the engine itself and the mechanism that transmits the driving force from the cylinder of the engine until, for example, the wheel that finally gives movement to a motor vehicle. For the above and with the clear intention to solve and overcome the problems posed by conventional internal combustion engines, the inventor first designed a novel traveling disk mechanism, which is described in his Mexican patent application No. 9810677 filed on December 15, 1998. This traveling disc mechanism replaces the typical piston-cylinder mechanism of combustion engines internal of four conventional times so that, among other things, the volumetric capacity of each cylinder is used more efficiently. Subsequently, the same inventor in his patent application No. 992498, filed on March 15, 1999, describes an internal combustion engine with traveling disk cylinders that are ordered in battery to develop work by shared cranks that transmit their energy to a crankshaft of reduced dimensions. The dimensions and weight of said engine are substantially lower than those of a conventional internal combustion engine and equivalent in number of cylinders. Now, in accordance with the present invention, the inventor has developed a novel internal combustion engine that ends with the traditional concept of the four times with respect to the stroke of the corresponding piston, as well as changing the simple compression ratio to a concept of variable compression-expansion ratio. The new engine, making use of a modification of the itinerant disc principle referred to in the aforementioned Mexican patent application, develops a substantially greater motive power in relation to the physical dimensions of the engine and the number of cylinders with which an engine could eventually count. engine of this new type. The engine that applies the operating principle on the basis of which the traveling disk of the aforementioned Mexican patent application works, for a prompt reference, is referred to in the present description as a third generation FERMAQ engine.

Objectives of the Invention Breaking with the traditional four-stroke principle of a conventional engine, the applicant has developed the third-generation FERMAQ engine in which each race of the traveling disc is always driven by an active phase that takes place in one of its two adjacent combustion chambers; always providing a mechanical work that can be used. The engine of the invention introduces a new concept of variable compression-expansion ratio, in which the volume of the camera from start to finish of compression is considerably less than the volume of the camera from start to end the expansion in the same combustion chamber, having as a consequence that the expansion of the gases is two or more times greater than the displacement of the disc during the compression of the fuel mixture. In the motor of the invention, the traveling disc of each cylinder is functionally connected through a transmitter rod to an inertial control plate that develops a combined movement of pauses at intervals, so that the active phase in a combustion chamber encompasses part of the exhaust phase and all the stages of admission and compression of the adjacent combustion chamber. Therefore, it is an object of the present invention to provide an engine that produces twice or more of the actual power with respect to a conventional engine equivalent in number of cylinders, depending on the compression-expansion ratio that is chosen in each trip of the disk. Another object of the invention is to provide an engine in which the travel of the traveling disk is always driven by the expanding gases of the explosion stage that takes place in one of the two chambers with which each cylinder has. Still another object of the invention is to provide a motor in which the control rod associated with the traveling disk applies the force to a groove cam which also provides a pause in each trip of the rod to, on the one hand, improve the quality of the explosion of the mixture in a chamber and, on the other hand, propitiate the escape of the combustion gases in the adjoining chamber. Still another object of the invention is to provide an engine whose general environment is modified to, among other things, eliminate the camshaft.

A further object of the invention is to provide a motor whose generated power can be used directly in a mechanical way to, for example, drive a vehicle, or it can be used to drive an electric generator to produce electric power. In a preferred embodiment of the present invention, a FERMAQ engine of only four cylinders develops practically the driving force of a conventional eight-cylinder engine, this without considering yet the power not consumed or saved because in a FERMAQ engine several of the components of a conventional engine are eliminated. These and other features, advantages and benefits of an internal combustion engine developed in accordance with preferred embodiments of the present invention will become clearer in the detailed description of the invention presented below.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 schematically illustrates the basic arrangement of a traveling disc cylinder operatively coupled to the inertial command plate of a FERMAQ internal combustion engine designed according to a preferred embodiment of the present invention. Figure 2 is a schematic view of the traveling disk cylinder and the inertial plate in its starting position of a cycle: fuel intake in the left combustion chamber, zero degrees of rotation of the plate. Figure 3 is a schematic view of the traveling disc cylinder and the inertial plate in the ignition stage of the fuel in the left combustion chamber, approximately 25 degrees of rotation of the plate. Figure 4 is a schematic view of the traveling disc cylinder and the inertial plate in the explosion stage in the left combustion chamber, approximately 90 degrees of rotation of the plate.

Figure 5 is a schematic view of the traveling disc cylinder and the inertial plate in the fuel intake stage in the right combustion chamber, approximately 110 degrees of rotation of the plate. Figure 6 is a schematic view of the traveling disk cylinder and the inertial plate in the compression stage of the fuel in the right combustion chamber, approximately 150 degrees of rotation of the plate. Figure 7 is a schematic view of the traveling disk cylinder and the inertial plate in the ignition stage of the fuel in the right combustion chamber, approximately 225 degrees of rotation of the plate. Figure 8 is a schematic view of the traveling disk cylinder and the inertial plate in the fuel explosion stage in the right combustion chamber, approximately 230 degrees of rotation of the plate. Figure 9 is a schematic view of the traveling disc cylinder and the inertial plate in the fuel explosion stage in the right combustion chamber, approximately 235 degrees of rotation of the plate. Figure 10 is a schematic view of the traveling disc cylinder and the inertial plate in the fuel explosion stage in the right combustion chamber, approximately 270 degrees of rotation of the plate. Figure 11 is a schematic view of the traveling disc cylinder and the inertial plate in the fuel intake stage in the left combustion chamber, approximately 290 degrees of rotation of the plate. Figure 12 is a schematic view of the traveling disk cylinder and the inertial plate in the compression stage of the fuel in the left combustion chamber, approximately 320 degrees of rotation of the plate; and Figure 13 is a schematic view of the traveling disc cylinder and the inertial plate in its closed position of a cycle: fuel intake in the left combustion chamber, 360 degrees of rotation of the plate. Figure 14 is a schematic view of an alternative embodiment in which an array of two traveling disk cylinders coupled to a single control dish appears.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Referring first to Figure 1, each cylinder of a FERMAQ engine of the present invention is formed by a cylindrical body 100 comprising an inner wall 104 defining the contour of two adjacent combustion chambers , and an outer wall 102 that surrounds the inner wall 104. Said outer wall 102 in turn defines a jacket to accommodate cooling means 300 practically the entire length and width of the cylindrical body 100.

Because the operation of a cooling jacket is well known to those skilled in the art, it will not be described in greater detail here. Towards the central part of the longitudinal portion of the cylindrical body 100, generally on opposite sides, are located valve means 140 which are fluidly connected to an exhaust manifold 150 to discharge into the atmosphere the gases generated within the combustion chambers. of the cylinder under consideration. A traveling disk 110 in conjunction with the internal walls 104 of the cylindrical body 100 defines two adjacent combustion chambers which, for explanatory purposes only, will be referred to as left combustion chamber 130A and right combustion chamber 130B. Each of said chambers has oxidizing inlet valve means 170A and 170B (generally atmospheric air), fuel injection means 180A and 180B which feed both combustion chambers, discharging directly into the cylinder; and ignition means 190A and 190B that provide the necessary spark for the ignition of the fuel-combustion mixture. The oxidizer inlet valve means is fluidly connected to both intake ducts 160A and 160B, which in turn are connected to means of supplying oxidizer C (see Figures 2 and 6), of the type of compressors or air turbochargers. The traveling disk 110 includes a swinging rod 120B running basically inside the right combustion chamber 130B in a rectilinear movement and on the longitudinal plane of the cylindrical body 100. The outer end of the swinging rod 120B (that which is in the opposite end to the site where it joins said roaming disk 110) is practically free. Also, the traveling disc 110 comprises a control rod 120A that travels substantially within the left combustion chamber 130A with a similarly rectilinear movement, only this time the opposite end to that which joins said traveling disc 110. , functionally attached to a groove or groove cam mechanism. Said slot cam mechanism comprises an inertial control plate 200 which has, on at least one of its two surfaces, a groove or track 220 that extends to define a circuit of substantially circular-ovoid configuration and which is traveled in a manner of governed organ, by a transmitting member 230 that fits over said groove or track 220. The inertial control plate 200 has in its central part a pivot point 210 around which said plate can rotate in any direction. Rotating the inertial plate 200 in either direction causes dragging of the transmitting member 230 along the path of the track 220, and this in turn causes the traveling disc 110 to reciprocate within the combustion chambers 130A and 130B. Equivalently, as the traveling disc 110 moves within each of the combustion chambers 130A, 130B due to the various alternate explosions that are generated therein, the transmitting member 230 attacks the inertial plate 200 always pressing against one of the walls of the slot 220 and due to the trajectory of said track 220 and pivot point 210 causes the turn of the plate in question. Both the trajectory and the configuration of the body of the track 220 are designed in such a way that whenever the transmission rod 120A attacks or attacks the inertial plate 200 there is an angle of incidence of approximately 45 °, which allows the circular movement of the vehicle. said plate 200.

Likewise, the trajectory of the track 220 on the surface of the inertial control plate 200 is such that during the development of its rotation to complete each cycle, pauses are provided to the movement of the transmission rod at certain intervals, so that the stages of Compression of the comburent-fuel mixture are prolonged in the time dimension (see Figures 3, 6, 7, 12 and 13). The operation of each cylinder of the FERMAQ engine of the present invention is such that for each 360 degree rotation of the inertial control plate 200 eight different times are developed, equivalent to two Otto cycles of a conventional four-stroke internal combustion engine. Thus, in a FERMAQ engine developed in accordance with the present invention each time the traveling disc 110 develops its maximum and minimum travel stroke inside the cylinder it is always as a result of the momentum by the expansion of the combustion gases it is having. place in one of the two adjacent combustion chambers. Making a comparison with the internal combustion engines of the state of the art, in each cylinder of a conventional engine there is only one explosion for every two full strokes (round trip) of the piston of said conventional four-stroke internal combustion engine, while that in the FERMAQ engine of the present invention, for every race (da and / or turn) of the roving disc 110 there is an explosion. That is to say, in each cylinder of a FERMAQ engine both the going and the return of the traveling disc is always driven by an explosion. In other words, in the cylinder of a conventional four-stroke internal combustion engine, to develop a cycle consisting of the stages of intake, compression, explosion and exhaust, the piston must cover a total distance equivalent to four times the stroke of said plunger (four times the distance between top dead center and bottom dead center). While in each cylinder of the FERMAQ engine of the invention there is an explosion each time the traveling disk covers the equivalent distance that exists between what would be its top dead center and its bottom dead center. In operation and having as reference, for example, the left combustion chamber 130A, it is necessary that when the traveling disk, as a result of an explosion, is driven by the expanding gases, it starts its maximum displacement stroke. During the course of its outward travel the traveling disc 110 contributes to the expulsion of the combustion gases from the right chamber 130B until it reaches the point at which the exhaust valve means 140 is located, at which time said means Valve 140 is closed and fuel intake is initiated in the right chamber. The advancement of the roving disc 110 continues and upon reaching its maximum displacement it is the moment in which the maximum compression of the comburent-fuel mixture is reached in said right chamber, then ignition is started. This means that in the engine of the invention the energy of the expanding gases is used more, since the itinerant disc race covers a distance greater than that which exists between the point where the intake begins and the compression of the fuel mixture ends, with the benefits that this implies, as they are a greater thermal efficiency of the motor because the pressure and temperature of the gases of exit lower to a third or less, and the generation of an inertial force of better continuity because the application of power to the transmitting mechanism It is double or even bigger. For a better understanding of the invention, the operation of a FERMAQ engine developed in accordance with a preferred embodiment of the present invention and referring to Figures 2-13 will now be described in greater detail. In the following description, the point A on the path of the track 220 is exclusively marked as a reference point to determine the rotation angle of the control knob 200. Also, for clarity, in FIGS. 2-14, the rectangle over the valve means (140 and 170) indicates that said valve means are in the open position, while the absence of said rectangles is indicative of said means being in their closed position.

In a position of 0 degrees of rotation of the inertial plate 200, the traveling disc 110 is compressing the fuel-combustion mixture in the left combustion chamber 130A, while in the right combustion chamber 130B the combustion gases of the combustion chamber are being expelled. said chamber 130B through the valve means 140 and the exhaust manifold 150 thanks to the action of the air that inject means of injection of oxidizer C through the conduits 160B and the means of the valve of the admission of oxidizer 170B (see Figure 2). At about 30 ° -35 ° of rotation of the plate 200 (see Figure 3) the ignition means 190A generates the spark that initiates the combustion and the expanding gases cause the roaming disc 110 to start its maximum displacement stroke. The air injection means C, generally a compressor or air turbocharger, have the dual function of, on the one hand, dislodging the burned gases from the combustion chamber and, on the other hand, leaving an air-rich environment in the air. the combustion chamber in question and replacing said burned gases. As the traveling disc 110 advances and develops its stroke, the volume of the right combustion chamber 130B decreases and the output of the combustion gases of said chamber 130B increases. Immediately before the idle disc 110 in its stroke reaches the exhaust valve means 140 said valve means are closed, progressively if several valves are arranged in succession (see Figure 4). At the moment in which the impeller disk reaches the last exhaust valve 140 in its forward direction, since said last valve 140 is closed, the fuel injection means 180B initiates instantaneous feeding of the right combustion chamber 130B and thus the compression stage of the fuel-combustion mixture begins (see Figure 5). Upon reaching its maximum displacement point the traveling disc 110 has caused the control center 200 to have rotated approximately 150 °, at the same time that the right combustion chamber 130B is in the compression stage. At that time the exhaust valve means 140 is opened, the oxidizing inlet valve means 170A is opened, the oxidizer injection means C is activated and the air injection is started through the ducts 160A and the valves 170A to dislodge through the valves 140 and exhaust manifold 150 the burned gases from the left combustion chamber 130A (see Figure 6). At this moment, a period of pause is practically initiated in which the transmitting rod 120A and, therefore, the traveling disc 110 are momentarily immobile, a situation that favors the conditions of the fuel-combustion mixture for a complete combustion through a more uniform and effective explosion. Likewise, said pause is used to carry out most of the exhaust of the combustion gases from the adjoining chamber. This pause is also used so that the rod that comes out of the cylinder is cooled with a rain of lubricating oil. Likewise, the internal cooling system of the disc and its rods, when static, evacuates hot liquid and accepts cooled liquid with greater efficiency. The cooling system generally has more time to change hot liquid for cold liquid. The plate 200 continues to rotate while the exhaust stage of the burned gases in the left combustion chamber 130A continues to develop: Upon reaching a turn of about 205 ° (see Figure 7) the ignition means 190B generates the spark that initiates the combustion now in the right chamber and the expanding gases cause the traveling disk 110 to start its return stroke with respect to the left combustion chamber 130A, or its maximum travel stroke with respect to the right combustion chamber. As the traveling disc 110 advances and develops its race (maximum return or displacement depending on whether the left or right chamber is considered), the volume of the left combustion chamber 130A decreases and the output of the exhaust gases increases and complements. combustion of said chamber 130A (see Figure 8).

Immediately before the idling disc 110 in its stroke reaches the exhaust valve means 140 said valve means is closed, progressively if several valves are arranged in succession (see Figures 9 and 10). At the moment in which the tensioning disc exceeds the last exhaust valve 140 in its forward direction, since said last valve 140 is closed, the fuel injection means 180A initiates instantaneous feeding of the left combustion chamber 130A ( see Figure 11) and then the compression stage of the fuel-combustion mixture begins (see Figure 12). Again, at this moment a period of pause is practically initiated in which the transmitting rod 120A and the traveling disk 110 are momentarily immobile again (Figure 12), with the effects and consequences already described above. Thus, each of the aforementioned pauses is separated by a range of movement of the control rod 120A and the traveling disk 110. Upon reaching its maximum travel point the traveling disk 110 (with respect to the right combustion chamber 130B) has caused the inertial control plate 200 to have reached a total rotation of approximately 320 ° (Figure 12), at the same time that the left combustion chamber 130A is in the compression stage . The vent valve means 140 is then opened, the oxidizer inlet valve means 170B is opened, the oxidizer injection means C is activated and the air injection is initiated through the conduits 160B and the valves 170B to dislodging through the valves 140 and exhaust manifold 150 the burnt gases from the right combustion chamber 130B (see Figure 13). An important point that should be noted is that the compression stage of the fuel mixture also functions as a stage for damping the movement of the traveling disk 110 and rod 120A, 120B, in such a way that there is no violent pattering of the disk or walls of the cylinder or on the mechanism of connection to the control inertial plate.

The plate 200 continues to rotate while the exhaust stage of the burned gases in the right combustion chamber 130B continues to develop, thus completing a 360 degree cycle of the inertial command plate 200 (see Figures 13 and 2). Approximately at 25 degrees of rotation of the second cycle of plate 200 (see Figure 3) the ignition means 190A generate the spark that initiates combustion and again another 4-cycle cycle begins in the left combustion chamber.

As used in the present invention, the term maximum displacement point of the traveling disc corresponds to the lower dead center of the piston in a conventional four-stroke internal combustion engine, while the term minimum displacement point of the traveling disc corresponds to the point dead end of the plunger in the conventional engine referred to above. It should be understood therefore that in the present invention, by making a comparison with the conventional engine, the bottom dead center of the traveling disc with respect to the left combustion chamber is, at the same time, the upper dead center for the right combustion chamber. The operation of the FERMAQ motor of the present invention is based on the double stroke of the traveling disk 110, producing two combustions in the same cylinder during each cycle of the inertial control plate 200. Only now, unlike other engines of the same type and type. Due to the particular design of the cylinder, each explosion stage is prolonged in the distance and time to, on the one hand, make the most of the energy carried by the expanding combustion gases and, on the other hand, so that an explosion phase in a given combustion chamber encompasses the complete and successive phases of exhaust, intake and compression in the adjacent combustion chamber. In this way, by expanding the distance that the traveling disc 110 travels in its maximum displacement stroke, there is scope for maximizing the thrust energy of the combustion gases in its expansive race., situation that does not happen with conventional four-stroke engines, in which the energy still possessed by said gases is practically discarded together with them, since the stroke of maximum displacement of a piston is smaller with respect to the stroke developed by said piston during the stages of admission and compression. In an engine of the invention, by taking advantage of three or more times the expansive force of the gases in addition to the travel of the disk is always with force, the result in the arrow-shaft of the engine is an extraordinary and very large efficiency, in comparison to the conventional engine. That is, if we start from the basis that the degree or compression ratio in an internal combustion engine is defined as the ratio between the maximum capacity of the cylinder when the piston reaches the bottom dead center and the minimum capacity when it is in the Top dead center, and considering that the compression ratio in gasoline engines is of the order of 7 to 8, for normal fuels. Then we have that the compression ratio in a FERMAQ engine is at least higher than 11. For the same, if we consider that the stroke in a conventional engine is a function of the stroke and the diameter of the piston, making an equivalence for the engine FERMAQ of the present invention, we have that said motor will have a higher stroke, since the working volume of a cylinder of this type is considerably higher. It will be understood that even though the foregoing description has been made with reference to a single cylinder, it is perfectly possible to arrange two or more cylinders by sharing a same inertial control plate, or a plurality of cylinders using more than two inertial plates. I send. In either of the two alternative embodiments mentioned above, the operation of each cylinder and control plate will be substantially the same as that just described above. For example, according to another preferred embodiment of the invention and with particular reference to Figure 14, a two-cylinder FERMAQ engine is provided sharing a same control flange. Opposite cams-plates are placed to achieve an alternate movement and an adequate inertial mass. Likewise, it will be understood that since it is within the normal knowledge and skills of automotive technicians and technicians of the metal-mechanic industry in general, no description has been made here of details regarding lubrication, cooling, transmission of force to the powertrain, etc. This type of information is also easy to obtain in the corresponding technical literature. According to the above approach and in comparison to a conventional internal combustion engine but with characteristics equivalent to those of a FERMAQ engine of the present invention, it is possible to summarize and conclude the following: According to a preferred embodiment that has been described, it is possible to provide an engine that develops a driving force of practically twice or more than a conventional engine of an equivalent number of cylinders. A lightweight engine is provided and, as a consequence, requires a smaller and lighter block. An engine is provided that does not require a camshaft. An engine is provided that by its simplified components allows various arrangements to be designed with a compression-expansion ratio substantially greater than that of equivalent conventional engines. An engine is provided which, due to its operating characteristics, can allow changes in the speed of the engine. It provides an engine capable of running on gasoline, diesel, gas or alcohol; whose emission of gases is reduced significantly in relation to the real tractive force developed; in which the manufacturing cost is lower than that of a conventional engine and whose service life and maintenance conditions do not differ with respect to known engines. The power or energy generated by an engine of the invention can be used directly in a mechanical way to, for example, drive a passenger or cargo motor vehicle, or it can be used as a driving agent to develop work that will give rise to another type of energy, for example, to drive one or more trains of electric generators to produce electric power. Although the present invention has been described with particular reference to preferred embodiments, describing the operation of a single cylinder, it should be understood, however, that what has been described above is only an illustration of the inventive principle and in no way should be interpreted in a limitative manner, since arrangements of 2, 4, 6, 8, or more cylinders may be designed; ordered in an appropriate manner and as appropriate. Also, the dimensions and elements of the FERMAQ engine of the invention may be modified according to the specific conditions and requirements that arise in a given situation. Therefore, it should be understood that the present invention has been described only with particular reference to a preferred embodiment, but that it is nevertheless clear to those skilled in the art that there is a wide range of possibilities for changes, modifications and applications, all within the inventive spirit of it; and it is intended, therefore, that the scope thereof is limited only by the scope of the appended claims.

Claims (8)

1. Novelty of the Invention 1. An internal combustion engine of the type comprising at least one cylinder equipped with roving containment means which, in conjunction with the cylinder, define first and second hermetic combustion chambers in which successive cycles of the fuel-combustion admission stages, compression of the fuel-combustion mixture, explosion and exhaust of the combustion gases; each of said chambers includes oxidizer admission means, fuel injection means, ignition means and means for exhausting combustion gases; wherein the roving containment means have associated a rocking rod and a control rod that transmits the energy generated in the cylinder to a site for harnessing said energy, characterized in that the control rod is operatively associated with a rotating cam mechanism which regulates the rectilinear movement of the control rod to define a cadence of movements and pauses of the traveling disc means and wherein each rectilinear displacement of the traveling disc means is always driven by the combustion gases of an explosion stage that takes place alternately in the first and second combustion chambers. An internal combustion engine according to claim 1, characterized in that the cadence of movements and pauses of the traveling disc means consists of rectilinear movements alternated with pauses, wherein said movements are developed by the traveling disk means always driven by the combustion gases that are generated in one of the two combustion chambers, first and second, during each explosion stage; and the pauses are caused by the rotary cam mechanism to give rise to a prolonged compression stage in the first combustion chamber, while the second combustion chamber initiates the exhaust stage of the combustion gases of said second chamber, the stages are reversed in the next displacement of the traveling disk means with respect to the combustion chambers. 3. An internal combustion engine according to claim 2, characterized in that during each rectilinear displacement of the traveling disc means, an explosion stage is developed in a combustion chamber, while at the same time in the other combustion chamber the combustion chamber takes place. escape, admission and compression stages; the stages are reversed in the next displacement of the traveling disk means with respect to the combustion chambers. An internal combustion engine according to claim 1, characterized in that the rotating cam mechanism comprises an inertial control plate on which, on at least one of its two surfaces, there is a groove or slot defining a track in circuit, within which an extension of the control rod is fitted so that said extension of the control rod always follows the path of said track, the configuration and contour of said groove being in such a way that when the control rod It rammed against said plate always with an angle of incidence of approximately 45 degrees with respect to the walls of the groove. 5. An internal combustion engine according to claim 1, characterized in that the volume ratio of the the combustion chamber within which the expansion and escape of the combustion gases takes place to the volume of the combustion chamber within the which compresses the fuel-comburent mixture. 6. An internal combustion engine according to claim 1, characterized in that the oxidizing admission means are fluidly connected to a compressor or turbocharger that provides air from the environment. 7. An internal combustion engine according to claim 1, characterized in that the site of use of said energy comprises a motor vehicle. 8. An internal combustion engine according to claim 1, characterized in that the site for utilization of said energy comprises an electric power generator.