NO832697L - DIESEL ENGINE WITH RESiprocating Cylinders - Google Patents

Abstract

An engine (10) that is applicable for automotive and truck use but is also adaptive for other power producing uses and can be designed with two or more cylinders. The engine has multifuel capabilities. Two reciprocating cylinders (70, 72) are housed within an outer cylinder (36). A piston (126, 128) is housed within each of the two reciprocating cylinders (70, 72). The reciprocating cylinders (70, 72) are so designed that after combustion in one reciprocating cylinder, the movement caused by the combustion will aid in setting up the circumstances necessary for combustion in the opposing compression chamber formed by the opposing reciprocating cylinder and piston. Due to this design, the horizontal movement caused by the combustion in both opposing reciprocating cylinders (70, 72) and both opposing pistons (126, 128) is useful. The horizontal movement of the reciprocating cylinders (70, 72) and pistons (126, 128) is translated into rotational energy in the crankshaft (24) by three scotch yokes (118, 120, 145) each scotch yoke (118, 120, 145) housing a scotch block (156, 158, 160), each scotch block (156, 158, 160) in turn surrounding one crankthrow (162, 164, 166).

Description

Diesel engine with reciprocating cylinders

BACKGROUND OF THE INVENTION

One of the main criteria when judging a power machine's function is its fuel economy. The present invention stands up well in this respect, as it utilizes the entire horizontal movement that is effected after combustion. Thus, energy is not spent just for the purpose of providing an additional combustion chamber in an additional cylinder. Power machines in traditional design must use part of the energy provided after combustion to establish compression in an opposing cylinder without converting any of the energy to

allow the combustion chamber to deliver rotational energy to the crankshaft. In the present invention, all movement before and after combustion is converted and contributes to generating rotational energy in the crankshaft.

The simple construction of the machine described here contributes both to lowering production costs and to efficient fuel utilization. The machine has few moving parts and can do without the following: Camshaft, cam, camshaft bearings, gears, timing chains, sprockets, valves, valve seats, valve lifters, rocker arms, springs, connecting rods or piston pins.

Because of its simplicity, the machine can be built to weigh a fraction of conventional machines.

Conventional power engines have also had to be designed to absorb the energy of the piston and the resulting energy from the explosion in the opposite direction of the piston. This necessarily leads to increased weight of the machine. In the machine described here, the energy after the explosion is utilized in the movement of the reciprocating cylinder and in the movement of the piston. This serves two purposes: The movement caused by the combustion is converted into a useful effect and also acts as an inherent damping cushion. Thanks to the damping effect, after combustion, on forces that put a lot of strain on the machine, this can of course be carried out more easily, which contributes to fuel economy.

On 23 August 1938, a patent was issued there to Lloyd L. Grant. The patent concerned combustion engines. The machine used a crank head rotatably mounted on the crank pin to provide rotational energy on the crankshaft. However, as in other conventional machines, the piston was located in a fixed housing. The machine therefore relies on the same problems as outlined above. The inventor has solved these problems and achieved the above advantages by constructing a reciprocating cylinder in addition to the opposing piston and thereby obtaining useful energy from all components of the power exerted after combustion.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 shows the machine in plan and cross-section. The outer cylinder is cut away completely and the reciprocating cylinder partially. Also shown are the fuel injection system, crankshaft and flywheel. Fig. 2 shows the machine in side view and cross-section. The outer cylinder is completely cut away, and the reciprocating cylinder is partially cut away to reveal slide blocks and inner piston. The air blower system is also shown. Fig. 3 shows a section of the inner cylinder, taken along the line 3-3, and illustrates the position of the air intakes.

Fig. 4 shows a section of the outer cylinder along the line

4-4 and illustrates the design of the outer cylinder's exhaust port.

Fig. 5 is a side view of a reciprocating cylinder.

Fig. 6 shows a vertical section of the reciprocating cylinder.

Fig. 7 shows the crankshaft with three cranks.

DETAILED DESCRIPTION OF THE DRAWINGS

Fig. 1 shows the diesel engine 10 in side view and cross section. In the preferred embodiment, the machine 10 is designed to be used in connection with a car. However, the machine 10 can be adapted as a drive source for a variety of applications.

In the detailed description of the drawings, the various parts and their design will first be explained. After the description of the individual parts, the interaction of the parts and their functions in the operation of the machine 10 will be explained in detail.

In fig. 1, the fuel injection pump 12 is shown attached to a pump carrier plate 14. The injection pump operates from the front end of the crankshaft. The pump support plate 14 is in turn attached to support walls 16 which are in turn attached to the crankcase 18. Thus, the combination of support plate 14 and walls 16 forms a mount for the injection pump 12 on the crankcase 18.

Inside the crankcase 18 is the crankcase bearing holder

20. The crankcase bearing holder 20 accommodates the main bearing 22 for the crankshaft. Crankshaft main bearing rib 22 in turn occupies the crankshaft 24. In addition to occupying the crankshaft main bearing 22, the crankcase bearing holder 20 surrounds the crankshaft 24. The outer flange 28 of the outer cylinder 30 is attached to the crankcase wall 26. The outer cylinder 30 consists of a surrounding wall 32 and an inner wall 34. The surrounding wall 32 and the inner wall 34 form water jacket chambers 36. As explained in connection with the preferred embodiment, the machine 10 is water cooled. However, it can also be air-cooled instead.

Air chamber end walls 38 and 40 are attached to the surrounding wall 32 and the inner wall 34 at each end of the outer cylinder 30. As can be seen in fig. 2, the inner wall 34 of the outer cylinder 30 has a series of air intakes 42 and 44 close to the air chamber end walls 38 and 40 respectively. Water jacket chamber walls 46, 48 are attached between the surrounding wall 32 and the inner wall 34 to delimit air jackets 50 and 52. The air jacket 50 is formed close to the air chamber end wall 38, while the air jacket 52 is formed close to the air chamber end wall 40. In fig. 2, part of the end wall 34 is not shown cut through, so that the position of the air intakes 42 in relation to the inner wall 34 and the surrounding air jackets 50 and 52 can be seen.

As can be seen in fig. 2, the row of air intakes is positioned directly in line with the mouths 54, 56 of the blowing air ducts 58 and 60. When air is driven through the blowing ducts 58

and 60, it will thus flow into the air jackets 50 and 52 and then through the intakes 42 and 44 and further into the air chambers 62 and 64 or the combustion chambers 66 and 68, depending on the position of the reciprocating cylinders 70 and 72.

Through both the inner wall 34 and the surrounding wall 32

at the outer cylinder 30, exhaust ports 74 and 76 lead. The exhaust ports 74 and 76 are placed on the outer cylinder 30 to correspond correctly with the strokes of the reciprocating cylinders 70 and 72. The design of the exhaust ports 74 and 76 is illustrated in fig. 4. Since they are designed similarly, only one port is shown. The exhaust port 74 has a surrounding wall 78 which determines its dimension. As shown in fig. 4, the surrounding wall 78 of the exhaust port has a funnel-like design. This design makes it possible to capture exhaust gases from a number of exhaust ports 80 and 82 at the reciprocating cylinders 70 and 72. The exhaust ports 80 and 82 are arranged over a portion of the circumference of the respective reciprocating cylinders. The exhaust ports 80 and 82 cover a partial diameter of the reciprocating cylinder corresponding to the inner opening 84 of both exhaust ports 80 and 82. Thus, when exhaust is expelled from the exhaust ports 80 and 82 of the reciprocating cylinders 70 and 72, the exhaust is completely collected in the inner opening 84 of the exhaust port 74 and forced out through its outer opening 86. The water jacket chambers 36 are interrupted by the exhaust ports 74 and 76, but still partially abut against the surrounding wall 78 of the exhaust port.

The outer cylinder 30 houses the reciprocating cylinders

70 and 72. The reciprocating cylinder 70 is shown in detail in FIG. 5. The design of the reciprocating cylinders 70 and 72

is the same, and therefore only the one 70 will be explained in detail.

At the end of the reciprocating cylinder 70, this has a cylindrical extension 88. This cylindrical extension 88 is surrounded by cylindrical projecting rings 90.

The reciprocating cylinder is opened at the end on a

a short distance into the pressure wall. Thus, the reciprocating cylinder 70 is open and hollow until the inner diameter of the reciprocating cylinder 94 is closed by the inner pressure walls 96 and 98. The design of the pressure walls 96 and 98 is shown in full in fig. 1 and at right angles to the inner walls.44 and covers the entire inner diameter of the reciprocating cylinder 94.

In fig. 1 and 5 likewise show cylinder intake ports 100 and 102 located in close proximity to end 92 of the reciprocating cylinder. At the outer edge of the brake injection intake port 104, the pressure wall 96 is attached. One set of rings 106 is placed around the reciprocating cylinder 70 just inside the reciprocating cylinder intake port 100.

As can be seen in fig. 5, an additional oil control ring set 108 surrounds the reciprocating cylinder 70 between the ring set 106 and the exhaust port 80 of the reciprocating cylinder 70. Within the exhaust port 80, the reciprocating cylinder 70 is surrounded by the inner oil control ring set 100. This inner oil control ring set 110 serves two purposes: for the firstly, it keeps oil from seeping into the crankcase 18, and secondly, it keeps oil from seeping into the intake ports 100.

The reciprocating cylinders 70 and 72 have projecting flanges 112 and 114 which taper from approximately the outer diameter of the cylinders to approximately 1/8 of the diameter of these reciprocating cylinders 70 and 72.

These flanges 112 and 114 define between them a U-shaped recess 116.

The reciprocating cylinders 70 and 72 are attached to cross heads 118 and 120 of the link type. In fig. 1 it can be seen that a flange 122 at the front of the reciprocating cylinder projecting flange 112 is attached to the cross head 118 and the other flange 124 at the front of its projecting flange 112 is attached to the cross head 120. Similarly, the reciprocating cylinder 72 is also attached to both cross heads 118 and 120.

The reciprocating cylinders 70 and 72 accommodate inner pistons 126 and 128. At the end of each of the inner pistons 126 and 128 are heads 130 and 132. These piston heads 130 and 132 are designed with cavities 134 and 136 arranged for oil cooling. At the outer edge of the heads 130 and 132 there are formed pressure surfaces 138 and 140. Just behind the pressure floats 138 and 140 are inner piston rings 142 and 144. The piston heads 130 and 132 are attached to a crosshead 146 of the pulley type with piston rods 148 and 150. In the preferred embodiment, the piston rods 148 and 150 are attached to the crosshead 146 in conventional fashion with bolts 152

and 154. As will be appreciated, the reciprocating cylinders 70 and 72 are attached only to the crossheads 118 and 120, while the inner pistons 126 and 128 are attached only to the crosshead 145.

The cross heads 118, 120 and 146 accommodate sliding blocks 156, 158, 160. These sliding blocks can slide up and down in accordance with the horizontal movements of the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128.

The slide blocks 156, 158, 160 each surround the crank pin 162, 164 and 166, shown in fig. 7. The crank pins 162 and 164 are those which. is surrounded by the sliding blocks 156 and 158 which are accommodated in the cross heads 118 and 120. The cross heads 118, 120 are attached to the reciprocating cylinders 70 and 72 and are thus driven by their movements back and forth.

In the preferred embodiment, three cranks are arranged to operate the crankshaft. For the most favorable operation of the machine 10, it is desirable that these reciprocating cylinders 70 and 72 move horizontally about half as far as the inner pistons 126 and 128. Thus, in the preferred embodiment, the cranks 162 and 164 for the reciprocating cylinders have diameters of 2 inches, while the crank 166 for the inner piston has a diameter of 4 inches. In addition, it is desirable to leave the movements of the reciprocating cylinders 190-200° behind the inner piston movement for the desired timing of the gates. To obtain the displacement of 190-200°, the cranks 162, 164 are 180° from each other. To introduce the additional displacement of 10° or more, the crosshead 118 is inclined the required number of degrees. Thus it can be seen in fig. 2 that the crosshead 118 slopes approximately 10°. The same effect can be achieved by staggered positioning of the crank arms.

The horizontal, reciprocating movement of the cylinders 70 and 72 and the inner pistons 126 and 128 will cause vertical sliding movement of the blocks 156, 158 and 160. These blocks are held in the cross heads 118, 120 and 146 by guides 162 formed in the sliding blocks.

A cylindrical extension 170 is attached to the crank 164. This cylindrical extension is attached to the flywheel 172. A cylindrical extension i74 is attached to the crank 162, which in turn is attached to the crankshaft 24. The crank 166 is attached to the crank 162, 164 at the crankcase walls 174 and 176. When the crank 166 rotates, it thus contributes to the rotation of the crankcases 162 and 164 and vice versa. When the cranks 162, 164, 166 rotate about the axis of the crankshaft 24, the crankshaft and thus the flywheel are caused to rotate.

The machine 10 has an oil lubrication system. The oil reservoir chamber 178 surrounds the crankshaft 24 within the crankcase 18. Oil is supplied to the oil reservoir chamber 178 by a vane oil pump 180. Cooling oil enters the crank 162 through an oil passage 182. The oil passage 182 extends into the crank 162, where it meets the extension oil passage 184, which supply oil supplied under pressure to the surface of the crank 162 and lubricates it during its movement.

From the oil channel 182, an oil channel 186 leads which supplies oil to the interior of the crank 166, where it meets the extension oil channel 188. This channel 188 delivers oil supplied under pressure to the surface of the crank 166 and lubricates it during its movement.

From the oil channel 186, an oil channel 190 leads which supplies oil into the crank 164, where it meets an extension oil channel 192. This delivers oil supplied under pressure to the surface of the crank 164 and lubricates it during its movement.

Likewise, the flow of cooling oil is facilitated through the inner pistons 126 and 128. As can be seen in fig. 2, an oil passage 194 allows oil to flow from the crankshaft into the cavity 136 in the piston head. An oil channel 196 allows oil to exit this cavity 136. Similarly, an oil channel 198 allows oil to flow from the crankshaft into the piston head cavity 134. An oil channel 200 allows oil to exit this cavity 134.

As can be seen in fig. 2, oil lines 202 and 204 supply lubricating oil to the rings of the reciprocating cylinders. Outlet lines 206 and 208 provide for the departure of oil from these rings to the oil sump 210.

In order to make the invention better understood, a complete machine cycle will be described in detail step by step. We will begin with the reciprocating cylinders 70 and 72 in the inner pistons 126 and 128, in the position shown in FIG. 2. Furthermore, we will start in the position shown in fig. 2, describing the reciprocating cylinder 72 and inner piston 128. This reciprocating cylinder 72 and inner piston 128 undergo an exhaust cycle. It is recalled that the reciprocating cylinder 72 during the compression phase of this and the inner piston 128 moves towards the inner piston 128. However, after the compression phase is completed, the inner piston 128 will move towards the reciprocating cylinder 70, and the reciprocating . cylinder 72 will move towards the inner chamber end wall 40. This is illustrated in fig. 2. When the reciprocating cylinder 72 is sufficiently close to the air chamber end wall 40, its intake port 102 aligns with the air blower line 60 from the air pump 212. It is also important to note that the exhaust port 82 of the reciprocating cylinder aligned with the exhaust port 76 of the outer cylinder 30 before its intake port 102 aligned with the air blower line 60. Thus, air under positive pressure is blown into the chamber 214 which is formed between the reciprocating cylinder 72 and the inner piston 128.

It is also apparent that the inner piston 128, when the intake port 102 of the reciprocating cylinder is aligned with the blow line 60, has moved sufficiently to expose that cylinder's exhaust port 82. Because the inner piston 128 has exposed the reciprocating cylinder's exhaust port 82 before this cylinder's intake port 102 and air blower line 70 aligned. Thus, the air under high pressure from the air pump, which forms in the chamber 214 between the reciprocating cylinder 72 and the inner piston 128, will drive the exhaust out of the reciprocating cylinder's exhaust port 82, but then out of the exhaust port 76 in the outer cylinder 30. Thereby, the exhaust is flushed out of the compression chamber 214 between the reciprocating cylinder 72 and the inner piston 128.

While the inner piston 128 and the reciprocating cylinder

72 is in an exhaust phase, the reciprocating cylinder 70 and the inner piston 126 are in a compression phase.

As can be seen in fig. 2 has the reciprocating cylinder

70 moved away from the air chamber end wall 38 of the outer cylinder 30 and thereby brought the fuel injection nozzle 216 in line with the intake port 100 in the reciprocating cylinder. The fuel injection pump 202 is appropriately timed so that when the intake port 100 of the reciprocating cylinder is aligned with the fuel injection nozzle 216, fuel will be delivered to the combustion chamber 66 bounded by the compression wall 96 and the compression surface 138 of the inner piston 126. As the reciprocating cylinder moves towards the inner piston 126, the area of its intake port 100 becomes smaller and smaller.

In addition, the compression chamber 66 becomes smaller and smaller

there occurs an explosion in the compression chamber 66. The Brenselinn injection pump 220 is timed to inject fuel just before the explosion in the compression chamber 66.

As the reciprocating cylinder 70 moves toward the inner piston 26, it pushes the cross heads 118 and 120 toward the opposite end of the outer cylinder 30. This in turn causes the slide blocks 156 and 160 to lift with a vertical component.

In a similar manner, the cross head 146, as the inner piston 126 moves towards the reciprocating cylinder 72, is drawn towards this cylinder. Thus, the crosshead 146 moves with a horizontal component toward the reciprocating cylinder 70. When the crosshead 146 moves with this horizontal component, the sliding block 158 moves with a downward vertical component.

After the explosion in the compression chamber 66, the horizontal components of the reciprocating cylinder 70 and the inner piston 126 change direction due to the force of the explosion. The new directions after the explosion are visualized in fig. 2 with direction arrows 222 and 224.

After the explosion in the compression chamber 66, the reciprocating cylinder 70 changes direction of movement and begins to exert traction on the crossheads 118 and 120. The pull on the crossheads 118 and 120 in turn causes traction on the reciprocating cylinder 72 and causes it to change direction and move towards the inner piston 128. Likewise, after the explosion in the compression chamber 66, the inner piston 126 is caused to change direction and begins to push on the crosshead 146. The change in direction of the inner piston 166 in turn causes the inner piston 128 to change direction and move towards this reciprocating cylinder 72. reciprocating cylinder 72 moves towards the inside of piston 128, it finally brings the reciprocating cylinder's intake port in line with the fuel injection nozzle 218. This nozzle 218 is timed so that when the reciprocating cylinder's intake port 102 comes in line with the fuel injection nozzle 218, fuel is delivered to the compression chamber. At this stage of the cycle, the inner piston 128 has moved past the exhaust port 82 of the reciprocating cylinder and closed it, and further the inner piston 128 moves against the compression wall 96 of the reciprocating cylinder 70, thereby reducing the volume of the pressure chamber 68.

During these movements, the reciprocating cylinder 70 pushes the cross heads 118 and 120 in a horizontal movement against the reciprocating cylinder 70. This brings the sliding blocks 156

and 160 to move with a downward component. Also, the inner piston 128 moves toward the reciprocating cylinder 70 and thus pulls the crosshead 146 with a horizontal component toward the reciprocating cylinder 72, thereby causing the sliding block 158 to have an upward vertical component. When the pressure chamber 68 has become sufficiently narrow, an explosion occurs and the reciprocating cylinder 72 and the inner piston 128 change direction. The inner piston 128 thus starts a horizontal movement towards the reciprocating cylinder 70, and the reciprocating cylinder 72 moves towards the air chamber end wall 40 and thus changes the direction of the horizontal components which push and pull the cross heads 118, 120 and 146 in opposite directions.

In the preferred embodiment, the cross heads 118 and

120 arranged with an angular deviation of approximately 10° from 90°. This has the further advantage of bringing the intake ports to 100

and 102 in the reciprocating cylinders to remain open a few degrees longer, allowing for an overcharge of air.

It can be seen that the inner pistons 126 and 128 and the reciprocating cylinders 70 and 72, as soon as the exposure enters the compression chamber 68, resume the horizontal movement originally described for the first step. A complete cycle has thus been completed. As discussed in the explanation, no played movement occurs. Thus, the reciprocating cylinders 70 and 72 and the inner pistons 126 and 128 produce useful energy during each movement. This applies because the cross heads 118, 120 and 146 also move with a horizontal component which transfers useful energy to the slide blocks 156, 158, 160, which in turn transfer this energy to the cranks 162, 164, 166, which in turn cause rotation of the crankshaft 24.

It goes without saying that because the sliding blocks are effective regardless of the direction in which they move, no energy is wasted in an exhaust phase. This makes itself felt in conventional machines when exhaust is discharged from a compression chamber after an explosion. In the present invention, the horizontal movement that is utilized for emptying compression chambers during the cycle also transfers useful energy to the pressure and draft affected cross heads 118, 120 and 146.

Although a particularly preferred embodiment of the invention has been described in the foregoing for the sake of clarity, it will be understood that such deviations or modifications of it are also intended which are within the scope of the accompanying claims.

Claims (11)

Received by the International Office 04 May 1982 (04.05.82). 1. A machine comprising: a first reciprocating cylinder, another reciprocating cylinder, a piston housed in the first reciprocating cylinder, another piston housed in the second reciprocating cylinder, a device for housing first and second reciprocating cylinders, a compression wall in the first reciprocating cylinder, a compression wall in another reciprocating cylinder, a device for injecting liquid in correct timing between the compression walls and the pistons to effect combustion and reciprocating horizontal movement between the first and second reciprocating cylinders and the first and second pistons, a crankshaft, a device to reduce exhaust from the machine, a crank attached to the crankshaft, another crank attached to the first crank, a third crank attached to another crank, three sliding blocks that surround each crank, three link-type cross heads attached to each of the sliding blocks, a device for attaching the first reciprocating cylinder to the first and third cross heads, at the same time that these cross heads house the first and third cranks, an anodization for attaching the second reciprocating cylinder to the first and third crossheads, these crossheads housing the first and third cranks, a device for attaching the first and second piston to the second crosshead, at the same time that this houses the second crank. 2. Machine as stated in claim 1, where the first crank is 180° out of phase in relation to the first and third cranks and has twice the diameter of these. 3. Machine as stated in claim 2, where the device for housing the first and second reciprocating cylinder comprises an outer cylinder provided with walls at both ends. 4. Machine as specified in claim 3, where the device for extracting exhaust comprises: an air blowing device, an air blower line which is attached to the air blower device and introduces air into the outer cylinder, a number of air ports located in the first and second reciprocating cylinders so that after combustion air is introduced into them, a series of exhaust ports which are arranged on the first and second reciprocating cylinder and allow the exhaust of air after combustion, an exhaust port so located in the outer cylinder that exhaust gas from the interior of the first reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the first piston and first reciprocating cylinder close against combustion, and another exhaust port located in the outer cylinder closes against combustion, as well another exhaust port so placed in the outer cylinder that exhaust gas from the interior of the second reciprocating cylinder is able to escape after combustion, but air is prevented from escaping when the second piston and second reciprocating cylinder close against combustion. 5. Machine as stated in claim 4, where the device for injecting fuel with the correct timing between the compression walls and the pistons comprises: a fuel injection pump, a first line connected to the fuel injection pump, a first nozzle which is connected to the first line and so arranged through the outer cylinder that, when air is strongly compressed between the first compression wall and the first piston, fuel is injected, another line connected to the fuel injection pump, as well as another nozzle which is connected to the other line and so arranged through the outer cylinder that, when air is strongly compressed between the second compression wall and the second piston, fuel is injected. 6. Machine as stated in claim 5, where the first and third crosshead are angularly offset by approximately 10°. 7. Machine as specified in claim 6, comprising a device for lubricating crossheads, sliding blocks and cranks. 8. Machine as stated in claim 7, where a water jacket partially surrounds the outer cylinder. 9. A machine comprising: a first reciprocating cylinder; combustion. 10. A machine comprising: a first reciprocating cylinder, another reciprocating cylinder, a piston housed in the first reciprocating cylinder, another piston housed in another reciprocating cylinder, a device housing first and second reciprocating cylinders, a compression wall in another reciprocating cylinder, a crankshaft, a device for extracting exhaust from the machine, a crank attached to the crankshaft, a crank attached to the first crank, a crank attached to another crank, three sliding blocks that surround each crank, three cross heads of the slide type which each accommodate one of the sliding blocks, a device for attaching the first reciprocating cylinder to the first and third crosshead housing the first and third cranks, a device for attaching second reciprocating cylinder to first and third crosshead housing first and third cranks, a device for attaching the first and second pistons to the second crosshead which accommodates the second crank, a fuel injection pump, a first wire connected to the fuel injection pump, a first nozzle which is connected to the first line and arranged in such a way through the outer cylinder that fuel is injected when air is strongly compressed between the first compression wall and the first piston, another wire connected to the fuel injection pump, another nozzle connected to another line and so arranged through the outer cylinder that fuel is injected when air is strongly compressed between the compression wall and the second piston. 11. Machine as stated in claim 10, where each inner piston has an insulated top to keep combustion heat away from cylinder walls and piston body, the combustion chamber in this version is included in the exhaust port and is insulated with ceramic or other insulating materials so that it shields against heat loss to the reciprocating cylinder's top and rings, the aim being the adiabatic principle for saving and controlling radiation, the machine comprises a first reciprocating cylinder, a second reciprocating cylinder with a heat-insulated head at each piston housed in each reciprocating cylinder, while the compression wall reaching the end of each reciprocating cylinder contains an insulated combustion chamber with the entrance to the combustion chamber as an exhaust outlet, location of exhaust and air intake can be changed if desired, with air intake ports at an angle that approaches a tangent to the cylinder - there is good air swirling that ensures a desirable mixture of fuel and air and clean combustion, the flow of incoming scavenging air from the positive-acting blower cools the lower area of both inner pistons and the reciprocating cylinders, allowing the use of filled tetrafluoroethylene piston and outer rings, the use of which eliminates friction and wear and controls oil and blow-by air.