Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B73/00—Combinations of two or more engines, not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
  • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
  • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
  • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
  • F01B9/023—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft of Bourke-type or Scotch yoke
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
  • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with crankshaft
  • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
  • F02B75/18—Multi-cylinder engines
  • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
  • F02B75/246—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B3/00—Engines characterised by air compression and subsequent fuel addition
  • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

• This invention is related a unconventional displacement two stroke diesel engine having horizontally opposed combustion system.
• This invention is about making to operate an engine by means of complex piston(P) which is composed of two pair of pistons having differential diameter displaying complex functions as a united body.
• the connecting-rod of conven ⁇ tional engine can be omitted by means of inducing to rotate crank- shaft by a pair of pistons for the combustion chamber(l)(l'). That is, by the supporter which has the rotation part at the center of it, combining two pairs of pistons as a united piston in order to reduce the bulk of engine, and to improve the performance of diesel engine.
• This invention has been developed in pursuit of the improvement • of the conventional two stroke diesel engine by the reason of preced ⁇ ing explanation.
• the temperature of the inside wall of combustion chamber is to be about 1,000°C, therefore, counterplan for that problem is to be needed because lubricant can be burned in result of the high temperature of the combustion chamber, and it can bring an obstacle to the smooth operation of engine.
• the purpose of this invention is making a two stroke diesel engine having high power in comparison with engine weight by means of reducing the number of engine parts. To be more particular about this purpose, omitting or minimizing of the external cooling system 5 by means of the cooling air according to the operation of piston can be done.
• Another purpose of this invention is to contribute to simplifica ⁇ tion of engine by means of utilizing kinetic energy of one side piston which is in power stroke to the compression force of the other side LO of piston directly.
• the major technical measures of this invention are as follows:
• Fig. 1 is a drawing of the complex piston.
• Fig. 2 is a drawing of the disassembled of Fig. 1 and slider and 25 bearings.
• Fig. 3 is a drawing of the slider and bearings.
• Fig. 4 is a sectional drawing of the engine by this invention.
• Fig. 5 is a horizontal sectional drawing of Fig. 4.
• Fig. 6 is a A-A 1 line sectional drawing of Fig. 4.
• Fig. 7 is a sectional drawing of air intake tube.
• Fig. 8 is a B-B' line sectional drawing of the cutting surface of Fig. 4. 4 -
• Fig. 9 is a enlarged sectional drawing of the circumference of slider by this invention.
• Fig.10 is a enlarged sectional drawing of the circumference of slider by this invention.
• Fig.11 is a examplary drawing of another applicated engine by this invention.
• Fig.12 is a horizontal sectional drawing of Fig. 11.
• Fig.13 is a explanatory drawing of the operation by this invention.
• FIG. 1 and Fig. 2 are assembled and disassembled drawings of complex piston.
• These pistons(l)(l')(3)(3') are connected to the flat supporter(5)(5'), and its' connection surface is to be formed like stairs.
• piston bodys on both side are arranged as an opposed type, and are to be assembled by jnnecting bolts(7)(7'), and semicircular type bearing(8)(8') are to be kept at the center part of supporter(5)(5'), that is, on inside of the slider holder hole(6), and slider(S) is to be inserted to that hole.
• slider(S) has its' round contact surface on its' both sides, and, the slider is composed of two sliders' com- ponents(9)(9')which are joined by joint bolts(10)(10' ) , and center of it, there are two inserted crank-pin bearings(12)(12'), and the inner part of slider(S), there is oil (lubricant) pathways(13)(13')(14)(14') with a type of hole or groove. And, Crank-pin bearings(12)(12') have three oil grooves(OA)(OB) (OC), and the oil groove(OA) is divided.
• oil pathways (13)(13 l )(14)(14* ) which are connected with above-stated-oil grooves (0A)(0B)(0C) , between the inside contact surface of slider(S) and the out side contact surfaces of slider(S).
• oil pathways (13)(13 l )(14)(14* ) which are connected with above-stated-oil grooves (0A)(0B)(0C) , between the inside contact surface of slider(S) and the out side contact surfaces of slider(S).
• oil pathways (13)(13 l )(14)(14* ) which are connected with above-stated-oil grooves (0A)(0B)(0C) , between the inside contact surface of slider(S) and the out side contact surfaces of slider(S).
• oil pathways (13)(13 l )(14)(14* ) which are connected with above-stated-oil grooves (0A)(0B)(0C) , between the inside contact surface of slider(S
• the purpose of the first is to send oil to the pistons for combustion chamber(l)(l' ) and the pistons for air pracompression
• complex piston(P) is installed in the inner part of engine body(E).
• This engine body(E) is to be formed horizon ⁇ tally opposed, and bolted by connecting bolts(17)(17' ) with engine
• Combustion chamber (F or F') is to be installed at the head part of the both sides, exhaust valve (25 or 25') which is operated by cam (omitted in drawings) and fuel injection nozzle (26 or 26') are to be installed there. (See Fig. 5)
• Fig. 4 is the vertical cross-sectional view which contains complex piston(P) of this invention
• Fig. 5 is the horizontal cross-sectional view, and these drawings show the oil supply pathway to the piston for air precompression(3 or 3') and the piston for combustion-chamber(l or 1') through slider(9)(9') and supporter (5)(5') from crank-pin(CR) .
• Fig. 6 is the A-A' line cross-sectional view of Fig. 4, and this drawing shows the location of crank-shaft(CS) and supporter(5') and flange of engine body(E), intake manifold(27), throttle valve(28) and air tank(T).
• Fig. 7 is the cross sectional view of air intake system.
• the intake air is absorbed from the open check valve (29 or 29') which is operated by the pressure (or vacuam) of the air precompression room (22 or 22').
• Fig. 9 is the cross sectional view of the circumference of slider(S), and it shows the vertical cutting surface which is centered in oil groove(OA) of the crank-pin bearing in Fig. 3.
• each one of the crank-pin bearings (12)(12') has its' own oil groove. And when the oil groove meets the oil hole of the crank-pin(CR), oil is to be furnished.
• oil pathwa (14 or 14') is connected between the oil groove (OA) and the long groove (a part of oil pathway(14)(14')) of sliders' contact surface, and by the movement of slider(S), oil pathway (14 or 14') is to be connect to oil pathway (5a or 5a') periodically.
• Fig. " 10 shows the cutting surface which is centered in oil groove(OC) of crank-pin bearing (12 or 12'), and oil groove(0B or OC) has its's own oil pathway from the center hollow of crank-pin (See the crank-pin of Fig. 5, Fig. 12). And this "V" type oil pathway (13 or 13') can supply oil between slider(S) and slider bearing (8 or 8') when there is oil pressure in the hollow of crank-pin(CR) .
• Fig. 11 and 12 are the cross-sectional views of another practical example which changes the methods of intake and exhaust, and the com- bustion chamber is located in the head of piston for combustion chamber(l or 1') .
• the method of scavenging is the same kind as M.A.N.Co. so, the loop scavenging is to be formed in the cylinder, and air intake port (30 or 30') is to be located inside the exhaust port.
• the form of the combustion chamber which is installed at the head of the piston for combustion chamber(l or 1') looks half-oval type and in the case of horizontal cutting,, it looks half-semicular type as shown Fig. 12.
• FIG.13 shows the operation of air intake and exhaust.
• This drawing shows also the operation of compressor by this invention.
• it also shows the possibility of control of the air compression of air tank(T) by throttle valve(28).
• the major operations of the above mentioned invention are the transformation of reciprocating movement of piston to rotation without connecting rod, air supply, lubricating operation, and to be more particular, it is to be as follows:
• one pair of the pistons for combustion chamber (1)(1') are to be composed to be opposed as a united body, it operates contrarily by the observation at the crank-shaft(CS). That is, when one side cylinder is compressed by complex piston (P), the other side cylinder will be expanded, and the compres ⁇ sion process of one side cylinder is to be done from scavenging stroke to compression stroke, and the expansion process of the other side cylinder is to be done from explosion stroke to scavenging stroke (See Fig. 13 (A)(B)).
• crank-shaft(CS) when complex piston(P) reciprocate horizontally, slider(S) which is inserted in slider holder hole (6) of suppor- ter (5 or 5') will be reciprocating up and down. And the rota ⁇ tion of crank-shaft(CS) is to be made by the reciprocal action of these parts.
• Rotary power of crank-shaft is to be generated after top dead center(T.D.C). Explosion energy which is recieved by complex piston(P) is to be transformed into the rotary power of crank-shaft, and a part of that energy is to be used for the compression power of the other side combustion-chamber, so smooth rotation can be made with the minimum weight of flywheel.
• the piston for air precompression inhales air into the air precom- pression room(22)(22') which is in the engine block, and on the contrary, in the case of another side of the air precompression room, compressed air is to be sent to air tank(T) . And this operation is to be done by check valves(29)(29')(29a)(29a').
• air tank(T) in the case of Fig.
• Fig. 13(B) is about the case in which complex piston(P) move from right to left, and its operation is contrary to the case of the above-mentioned. And, in the case of Fig. 13(A), air is to be sent to air tank(T) through the check valve(29a') and in the case of(B), air is to be sent to air tank(T) through the check valve(29a), therefore air is furnished in e ery stroke.
• air stored in air tank(T) is to be sent when the air intake hole(18)(18' ) is opened to cylinder by the piston for combustion chamber(l)(l' ) as the result of complex pistons' (P) reciprocating, and, a part of intake air is to be used for the expulsion of the burnt gases, and the surplus air is to be used for the cooling of the cylinder(C)(C ).
• the lubrication system of this invention is to be operated to send oil compulsorily from the oil pump to the hallow of crank-pin preferentially, and then to send to the contact surface of the pistons for combustion chamber(l)(l') and the pistons for air precompression(3)(3' ) with cylinder wall secon ⁇ darily, and than to exhaust.
• oil groove (OA) oil groove which is made to divide into two on the inside of crank pin-bearing(12)(12') , and two of them as shown in Fig. 10 are .
• crank-pin As Fig.9, the place of contact surface is to be changed, so the center oil hole on the surface of crank-pin(CR) is to be connected to the divided oil groove(OA) periodically, therefore, periodically oil is to be sent to the oil pathway(14)(14' ) in slider(S) compulsorily.
• crank pin(CR) runs in the direction of the arrow shown in the drawing, the time will correspond to the bottom dead center(B.D.C) of the left cylinder, and the top dead center of the right cylinder because the slider is at the center of slider holder hole(6).
• the sending of oil from "the center hallow of crank pin(CR) ⁇ - the crank pin oil pathway ⁇ - the upper oil groove of divided oil groove(OA) ⁇ - oil pathway(14') ⁇ - oil pathway(5a' )" is to be just before its' stop, (in the case of Fig.
• oil has been sent during rotating about 140°) and oil sending is to be kept at stop until the oil pathway of the crank pin meets the upper oil groove(OA) of divided oil groove(OA). That is, during the explosion stroke of the right cylinder, oil supply to the wall of cylinder is to be stopped, and oil is to be scraped down to the oil groove(21') by oil ring(la')(5b') for collecting and exhaust operation, and the left side oil system has the same operation.
• the circulation of lubricant to the left and right cylinders and air precompression rooms' cylinder is to be done by the complex piston(P) and oil is to be furnished to cylinders' wal1 when complex piston(P) goes into the cylinder (C)(C) and oil is to be scraped down from the cylinder's wall when complex piston(P) moves back from the cylinders by the oil rings(la)(la')(5b)(5b').
• the period of oil pathways' (5a 1 ) contacting with the long * groove(14') of slider(s) and the period of crank-pin pathways' contacting with upper oil groove of divided oil groove(OA) are to be controlled by the length of long groove(14') and the occupied rotation angle for contact.
• this invention makes the performing of complex functions of the generation of kinetic energy, air supply, cooling, lubrication, and in addition, the inertia force of the complex piston(P) can be utilized for the air compressing force of the other side cylinder when one side piston for combus ⁇ tion chamber(l) adds rotation force to the crank-shaft(CS) , therefore, the weight of flywheel is to be minimized.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Lubrication Of Internal Combustion Engines (AREA)
• Cylinder Crankcases Of Internal Combustion Engines (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=19248029

Family Applications (1)

Country Status (2)

Cited By (8)

Citations (7)

• 1986
  • 1986-01-13 KR KR1019860000214A patent/KR890002659B1/ko not_active IP Right Cessation
• 1987
  • 1987-01-13 WO PCT/KR1987/000001 patent/WO1987003039A1/en unknown

Patent Citations (7)

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