WO1992003647A2

WO1992003647A2 - Single piece internal combustion engine with removable inlet/exhaust system

Info

Publication number: WO1992003647A2
Application number: PCT/FR1991/000686
Authority: WO
Inventors: Alex Matesic
Original assignee: Alex Matesic
Priority date: 1990-08-24
Filing date: 1991-08-23
Publication date: 1992-03-05
Also published as: EP0544774B1; DE69102434D1; EP0544774A1; WO1992003647A3; FR2666117A1; FR2666117B1

Abstract

Single piece internal combustion engine with removable timing gear comprising an engine block cast in a single piece forming a crank case and a cylinder head provided with one or several series of cylindrical bores (2) parallel to one another and a removable unit (6) comprising in its upper part a housing for the camshaft (9) and, in its lower part, valve-carrying distributing cylinders (10), fitting into the said cylindrical bores, and also combustion chambers which may have a sliding and adjustable upper part, or an upper part which is movable during the running of the engine. For equipping any device using a four-stroke, single or multiple cylinder, water or air cooled internal combustion engine.

Description

MONOBLOCK EXPLOSION ENGINE WITH REMOVABLE DISTRIBUTION

The subject of the present invention is a meblock explosion engine with removable distribution.

It is intended to equip vehicles of all types, such as cars, motorcycles or boats, as well as public works vehicles and in general any device using a four-stroke explosion engine, single or multi-cylinder, with water or air cooling.

The four-stroke explosion engines produced to date most often consist of a casing containing the cylinders, and of a cylinder head closing said cylinders, and in which the camshaft (s) are housed, as well as, where applicable where appropriate, the rocker arms, the seal being ensured by a cylinder head gasket subjected to the internal pressure of the cylinders, and the failures of which are unfortunately not uncommon, resulting in significant repair costs and more or less long immobila¬ tion of the vehicle.

Current engines include a distribution system (ad¬ mission and exhaust) consisting of internal conduits from the foundry, the walls of which, therefore, have a coarse surface as & ez source of disturbances in the flow of gas masses resulting in a decrease in overall engine performance, as well as increased unburnt fuel.

In addition, these engines do not allow any adjustment of the compression ratio, which is however desirable at present, due to the evolution of fuels with the aim of reducing pollution.

The device according to the present invention eliminates all of these disadvantages. Indeed, its one-piece construction does not require a cylinder head gasket; on the other hand, it makes it possible to carry out an internal polishing, after machining, of the distribution conduits and therefore to obtain a significant improvement in the yield and in the pollution due to unburnt materials and finally, thanks to its design, it is possible to install combustion chambers with adjustable or even modular volume during operation, which makes it possible to modify the compression ratio, either according to the fuel or external conditions, or during engine operation, depending on the speed or other variable parameters such as the position of the accelerator. All this being achievable from elements of current engines, only the engine block itself being modified.

It is constituted by the combination first, of an engine block cast in one piece forming casing and cylinder head, and provided with one or more series of parallel cylindrical bores between them, then, at least one block removable comprising at its upper part a casing intended for the camshaft and, at its lower part, valve-distributing cylinders adjusting in the above-mentioned cylindrical bores, and finally, combustion chambers which may comprise a sliding and adjustable or mobile upper part while the engine is running.

In the appended schematic drawings, given by way of example, one of the embodiments of the object of the invention is limited: FIG. 1 represents a cross section passing through the axis of a cylinder of a block -motor according to the invention, Figure 2 shows in the same conditions a variant with distributor cylinders parallel to the axis of the cylinders, Figures 3 and 4 are longitudinal vertical sections of two versions of the removable block, with separate cover, the second com¬ bearing caps of camshaft bearings, FIGS. 5 and 6 are cross sections of the removable blocks, respectively of FIGS. 3 and 4, FIG. 7 is a plan view of the removable block, cover removed, FIG. 8 is an axial section of a detail of a distribution cylinder showing the arrangement of reinforcements for the spring of the pope, FIGS. 9 and 10 illustrate various forms of lights for passage of the inlet gases or exhaust, FIGS. 11, 12 and 13 represent several assemblies of removable liners in the engine block, FIG. 14 shows a cross section of a variant of an engine block according to the invention, with distributor cylinders perpendicular to the axis of the cylinders, FIGS. 15 and 16 show in transverse section the upper parts, respectively adjustable and sliding, of a combustion chamber with variable volume which can be mounted on the engine block of FIG. 14, FIGS. 17 and 18 respectively represent in plan and in axial section the sliding upper part of a combustion chamber corresponding to FIG. 16, FIG. 19 shows, seen from below, from the bottom of the engine, the arrangement ion of the combustion chambers with variable volume and the distribution cylinders, with the location of the spark plugs for the two types of chamber, figure 20 represents in A the profile of a traditional cam and in B the profile of the cams used with the Variable volume combustion chambers.

The device, Figures 1 to 20, consists on the one hand, of a one-piece engine block 1, comprising cylindrical bores 2 opening into the cylinders 3 and in which the inlet conduits 4 and exhaust 5 and secondly to one or more blocks amovi- b ^"? .s 6 comprising at their upper part a housing 7 with the cover 8, containing the camshaft 9, and at its lower part of the distribution cylinder 10 containing the valves and their spring, and terminated by the valve seat 11.

The engine block 1 is cast in one piece, preferably of light alloy with hemispherical combustion chambers 12 and jackets removable 13, but may also include cylinders 3 machined in the mass (Figure 2). Vertical reinforcements will be provided consisting of ribs 15 located in the inter-cylinder space, and intended to reinforce the engine block to avoid possible deformation or elongation in this type of mounting.

The intake 4 and exhaust 5 ducts will be machined directly in the block and glazed when finished. The cylindrical bores 2 may be either parallel to the cylinder 3 (Figure 2), or per¬ pendicular (Figure 14), or have an intermediate direction (Figure 2). They are obtained by machining in the engine block 1 and will have at their lower part a shoulder at 90 degrees receiving the seal of the valve seat 11 (FIG. 5 A), or at 45 degrees to receive a segmented mounting of the latter ( Figure 5 B).

The spark plug well 14 will also be machined directly in the engine block 1, and tapped at its lower part.

For mounting the removable block 6, the distribu¬ tion cylinders 10 are introduced into the bores 2, then the removable block is made integral with the engine block 1 by means of a series of fixing screws 16 passing through holes 17 fitted with O-rings, which can possibly be replaced by a single seal between removable block and engine block.

The removable block is equipped with lower half-bearings 18, on which is mounted the camshaft 9. Once the latter in place, the cover 8, comprising upper half-bearings, is adjusted by means of screws 19 and a joint 21. This assembly must be carried out with hydraulic pushers. In an alternative embodiment (FIG. 6), the upper half-bearings are replaced by bearing caps 22 screwed into the removable block, the cover 8 being held by central screws 23 by means of threads provided for this purpose. in the bearing caps. In this type of assembly, the hydraulic tappets can be replaced by adjustment pads.

At one end of the removable block, a passage 24, equipped with a "SPY" seal is provided for the output of the camshaft, the end of which is equipped with a notched drive pinion 25.

The lubrication of moving parts will be achieved by a set of internal pipes to the engine block 1, opening at the top of the latter and communicating with lights provided in the removable block 6 and fitted with seals. The same principle is applied for the lubrication return.

The distribution cylinders 10 are terminated by a valve seat end piece 11 mounted either screwed or fitted, or else embedded in the mass in the foundry and then machined, the sealing of which is ensured by a seal 26 (FIG. 5 A) or of segment 27 (FIG. 5B). The distribution cylinders have internally, in the upper part, a valve spring well 28 and in the lower part a gas passage 29 provided with a lateral light 30 communicating with the intake duct 4, or the duct exhaust 5. A valve stem guide 31 is crimped in the middle part. This middle part can receive reinforcements 32 to ensure the support of the valve spring, and made up of steel pins housed in bores 33 of the distribution cylinder body 10.

The side lights 30 can be reinforced either by an oval shape (Figure 10 B) or by replacing them with two half-lights 30 '(Figure 10 C), or by a piece of steel 34 vertically crossing the light and having the one of its end inserted into one of the holes 33, either by a shaft also made of steel embedded in the mass in the foundry, or even by an adaptable washer 35 set in the pour¬ turn of the light. In the case where the valve seat tip 11 on the exhaust side is equipped with segments (FIG. 5B), it will be necessary to provide two additional segments upstream of the lumen 30 to avoid an accumulation of heat between the clamping of the removable block and the light la¬ teral 30, which will require an additional shoulder on the removable block 6, for centering of the latter.

When cylinders 3 are fitted with removable liners

13, the mounting thereof will be carried out by the lower part of the light alloy engine block 1. The shirts can be mounted loose and guided at each end. They will include in the upper part a shoulder 36 which will receive a seal 37 with stiff latches— beatable to prevent the seal from falling after the removable jacket is engaged in the engine block. The lower part of the shirt will have a shoulder 38 which will receive an O-ring 39 which will ensure the seal with the water chamber 40 of the engine. The fixing of the removable liners 13 is obtained by means of a nut 41 with slots 42 screwed into the lower part of the cylinder 3 and tightened to a defined torque then braked.

Several variants for fixing the removable jacket can be produced (FIG. 12): top and / or bottom threading of the jacket and of the engine block, with or without fixing nut 41, an additional O-ring 43 can be provided between fixing sleeve and nut. The latter can be replaced by a base 44, fixed to the base of the engine block by two bolts 45, and integral with two crankshaft bearings 46 which will participate in maintaining the base when the crankshaft is mounted. This mounting has the advantage of allowing the mounting of a double joint, a joint 39 between the jacket and the engine block, and a second joint 43 between the base 44 and the engine block.

In FIG. 14, one can see an engine block 1 having the particularity of having cylindrical bores 2, and therefore the distribution cylinders and the valves, perpendicular to the axis of the cylinders 3.

This arrangement eliminates any risk of shock between valves and piston and makes it possible to provide smaller valves than in current engines, or even to avoid multi-valve mounting, since the gaseous masses are no longer braked by the valve heads. On the other hand, this type of mounting risks causing a lack of vacuum, hence loss of filling of the cylinders, which can be compensated by special cams 47 (FIG. 20 B), comprising two bosses 48 and 49, the first boss 48 with a small opening creating a depression being followed by a second boss 49 with a large opening allowing maximum filling.

The arrangement perpendicular to the cylinders of the dispensing cylinders also makes it possible to mount a combustion chamber with variable volume, by means of a screwed part 50 (FIGS. 14, 15) or health coulis 51 (FIG. 16) closing the upper part of said combustion chamber. The screwed part will allow a perfect balance of the motor, because the compression ratio will be adjustable to perfection, while the sliding part will offer the possibility of obtaining excellent performance thanks to the modular compression with the engine running, which makes it possible to envisage the removal of the turbo-compressor. The shape of the combustion chamber, rectilinear in the drawing, can be hemispherical or other.

The screwed part 50 is cylindrical. It has on the cylinder side peripheral grooves which will receive a segment play whose rotation will be prevented by pins 52 crimped after machining. The side opposite the cylinder is threaded, the upper face comprising screw slots 53 allowing axial displacement varying the volume of the combustion chamber and therefore the compression ratio. A central spark plug well passes axially through the screwed part. This type of mounting requires neces¬ site of special segments 54 provided with a lower chamfer whose role is the automatic throttling of said segments during the establishment of the screwed part. The adjustment of the compression ratio, carried out with a high-precision compression meter, will be facilitated by numbered marks located on the upper face of the screwed part, as well as a fixed mark on the engine block 1. Once the final adjustment obtained , the screwed part will be covered with a bolted cover 55, comprising clamping screws 56 provided with a knurled head.

The sliding part 51 (FIGS. 16 to 18) makes it possible to vary the compression ratio while the engine is running. This part is produced in two parts required for its assembly, a lower part 57 provided, like the screwed part, with grooves 52 with segments 54, and an upper part 58, assembled by fixing screws 59. The two parts are machined to receive a thrust cam 60 secured to a control shaft 61 traversing longitudinally the engine block 1 and carried by bearings 62 secured thereto.

Once the lower part 57 is in place, the control shaft is mounted, then the upper part 58 is mounted in turn and locked by the fixing screws 59, the control shaft 61 thus being trapped between the two parts. The sliding part 51 can move vertically thanks to rectilinear ball bearings 63 arranged in four vertical cylindrical housings 64. The control shaft 61 will be connected to a hydraulic control, which will itself be connected to the accelerator system. The general control pressure which will actuate the entire mechanism will imperatively depend on the angle of attack of the thrust cam 60. FIG. 16 represents a combustion chamber with variable volume at its minimum pressure point.

In Figure 19 we see, from below, the cylindrical bores 2, the distribution cylinders 10, as well as the screwed moving part 50 (or sliding 51). We see in particular the communication of the cylindrical bores 2 with the cylinder. The movable part once mounted is set back relative to the cylinder. The aim of this withdrawal is to avoid lateral leaks on the valve seat, because the valve head being itself set back, the pressure exerted on it can never be combated by the pressure exerted on the side reach of the valve. FIG. 19 also shows the location of the spark plug wells for the two types of moving parts: central well 14 for the screwed part 50 and lateral well 14 ′, inclined at 45 degrees for the sliding part 51.

The positioning of the various constituent elements gives this device a maximum of useful effects which had not been obtained to date by similar devices.

Claims

1 ". Monoblock explosion engine with removable distribution, intended to equip vehicles of all types, such as cars, motorcycles, boats, as well as public works machines and in general any device using a four - engine explosion engine. time, single or multi-cylinder, water or air cooled, characterized by the combination on the one hand, of an engine block (1) cast in one piece forming casing and cylinder head, preferably made of light alloy, provided with one or more series of cylindrical bores (2) parallel to each other, opening into the engine cylinders (3) and into which the intake (4) and exhaust (5) conduits terminate and, on the other hand, at least one removable block (6) comprising at its upper part a casing intended for the camshaft (9) and, at its lower part, distributor cylinders (10) por¬ te - valves adjusting in the above cylindrical bores.

2 ". Device according to claim 1, characterized by the fact that the distributor cylinders (10) are terminated by a valve seat end piece (11) mounted either screwed, or fitted, or even embedded in the mass in foundry and then machined, the sealing of which is ensured by a seal (26) or segments (27), the said distributor cylinders having internally, partly above, a valve spring well (28) and lower part a gas passage (29) provided with a lateral light (30) communicating with the intake duct (4), or the exhaust duct (5), a valve stem guide (31) being crimped in the middle part.

3 ^* . Device according to any one of the preceding claims, characterized in that the central part of the distributor cylinders (10) receives reinforcements (32) for ensuring the support of the valve spring, consisting of steel pins housed in holes (33) in the distributor cylinder body.

4 ^* . Device according to any one of the preceding claims, characterized in that the cylindrical bores (2) are arranged perpendicular to the axis of the driving cylinders (3), and that the combustion chamber is at volume variable thanks to a screwed or sliding moving part (50, 51), closing the upper part of said combustion chamber, and equipped with special segments (54) provided with a lower chamfer whose role is the automatic throttling of said segments during the installation of the moving part.

5 ^* . Device according to claim 4, characterized by the fact that the screwed movable part (50) is cylindrical and has a thread which is screwed into the engine block (1) on the side opposite the engine cylinder (3) allowing axial movement varying the volume of the combustion chamber and making it possible to adjust the compression ratio, the screwed movable part (50) being covered, once the final adjustment has been obtained, with a bolted cover (55) comprising clamping screws ( 56) provided with a knurled head.

6 ^* . Device according to Claim 4, characterized in that the sliding movable part (51) makes it possible to vary the compression ratio during the running of the engine, and comprises a lower part (57) provided with segments (54), and a upper part (58), assembled by fixing screws (59), the two parts being machined to receive a thrust cam (60) secured to a control shaft (61) passing longitudinally through the engine block (1 ) and carried by bearings (62) integral with the latter, the coulis¬ health part (51) moving vertically thanks to rectilinear ball bearings (63) arranged in four vertical cylindrical housings (64).

7. Device according to claim 6, characterized by the fact that the control shaft (61) is connected to a hydraulic control, itself connected to the accelerator system, the general control pressure actuating the mechanism depending imperatively on the angle of attack of the push cam (60). 8 ^* . Device according to any one of Claims 4 to 7, characterized in that the camshafts (9) are fitted with cams (47) comprising two bosses, the first boss (48) with a small opening creating a depression being followed by a second boss (49) with a large opening allowing maximum filling.