WO1998034012A1

WO1998034012A1 - Internal combustion engine

Info

Publication number: WO1998034012A1
Application number: PCT/BG1998/000003
Authority: WO
Inventors: Georgi Assenov Galabov
Original assignee: Bojcov, Tsvetan Nikolov
Priority date: 1997-02-04
Filing date: 1998-01-29
Publication date: 1998-08-06
Also published as: BG62787B1; BG101199A

Abstract

An internal combustion engine intended for piston engine with external or internal mix formation for operating different kinds of transport means. It provides an expansion of the volume in the cylinders at the end of the process, being it larger than the volume at the end of the suction process, as well as previous adjustment of the compression level depending on the fuel type and quality and the engine load. It consists of two cylinders in a cylinder unit (3), wherein are articulated crankshaft (4) and an opposite crankshaft (6), to which are respectively attached first piston pair (9) and second piston pair (10). Further on gas-distribution elements (12, 13) are concerned, the first being located between the supply holes (14) and an overflow channel (15), connected through a reverse valve (16) to a suction pipe (17). The second gas-distribution elements (13) being placed between the relief holes (18) and the relief pipe (19) to which are attached end relief holes (20). A mechanic gear (200) is considered, consisting of gearwheel (21), worm (22), worm-wheel (23), sector holes (24), intermediate gearwheel (25), a pair of intermediate gearwheels (26), a spring (27) and double gearwheels (28).

Description

INTERNAL COMBUSTION ENGINE

/. FIELD OF THE INVENTION

The invention refers to internal combustion engine that finds application as piston engine with external or internal formation of the mix for operating different kinds of transport means and stationary units.

//. BACKGROUND OF THE INVENTION

An internal combustion engine is known in the art, consisting of common crankshaft with connecting rods, laying on the same axle. A piston is attached to one of the connecting rods, being the piston placed in a cylinder with cylinder head, having holes wherein suction and relief valves are placed. A piston is attached to the common crankshaft through other connecting rod, being the piston placed in another cylinder with suction holes on its walls, overflow channel and relief hole. The overflow channel is connected to the common subpiston space of both pistons. The subpiston space, by means of a reverse valve and a pipeline is connected to a common suction pipe for the supply of an air-combustion mix. The working cycle in the first cylinder is effected in four piston runs, and in the second in two piston runs.

Shortcomings of this engine are that it has an increased specific fuel con- sumption, which is due to the emission of newly supplied fuel mix with the combustion gases at the time of blowing the cylinder in the two run operating mode, which leads to the high toxicity of the combustion gases released in the atmosphere. (1)

An internal combustion engine is known in the art, consisting of a pair of contrary running pistons within a common cylinder, having relief holes tapped by seals for releasing the combustion gases. There are also holes intended for the supply of the fuel mix, as well as an hole for the installation of spark-ignition device and relief pipeline.

Shortcomings of this engine are the complex structure due to the use of an additional compressor device for the preparation and condensing the air-combustion mix under high pressure before it being supplied to the cylinder. (2)

///. DESCRIPTION OF THE PREFERRED EMBODIMENT

The invention is intended to create an internal combustion engine wherein the volume in the cylinders at the end of the expansion process is larger than the volume at the end of the suction process, allowing the previous adjustment of the condensing level depending on the type and quality of fuel used, as well as on the engine load rate.

According to the invention this task has been solved by means of an inter- nal combustion engine consisting of cylinder unit with articulated in it crankshaft and opposite crankshaft and pistons connected to them by means of connecting rods; of relief holes, joined by a gas-distribution element, as well as of supply holes, spark-plug holes, relief pipeline and mechanic gear. The crankshaft has a pair of coaxial connecting rods, and the opposite crankshaft has a pair of contrary connecting rods. The transmission rate of the crankshaft and the opposite crankshaft is 2: 1. The supply holes and the first gas-distribution element are located in the area between the frontal parts of the first piston pair of the crankshaft in a lower dead centre position, and the frontal parts of the second piston pair are on the opposite crankshaft in a upper dead centre posi- tion. The supply holes are connected to an overflow channel connected to the subpiston space of the first piston pair, which is connected to a suction pipe by means of a reverse valve. The spark-plug hole and the relief holes are located in the area between the average distance from the lower dead centre of the first piston pairs and the average distance from lower dead centre to upper dead centre of the second piston pair. End relief holes are considered and they are located nearby and over the frontal parts of the second piston pair, while the mechanic gear consists of mechanisms for clutch angle regulation of the crankshaft and the opposite crankshaft.

The advantages of the internal combustion engine are that its has a better heat efficiency rate, lower toxicity of the combustion gases, higher values and steadiness of the rotational moment, lower temperature charge of the parts and noiseless operation.

IV. DESCRIPTION OF THE FIGURES

The invention is disclosed in details with the version described in the following figures:

Figure 1. Global view of the engine in a longitudinal section along the crankshaft axle. Figure 2. Mechanic gear for putting into operation the crankshafts.

Figure 3. The operation of the two engine cylinders are described as follows: on figure 3a has been given the operation process "compression-cleaning"; on figure 3b has been given the operation process "expansion-suction start"; on figure 3c has been given the operation process "cleaning-compression"; on figure 3d has been given the operation process "suction start-expansion".

V. EXAMPLES

As shown on figure 1 , the internal combustion engine consists of: two cylinders 1 , 2 placed in a cylinder unit 3 wherein are articulated crankshaft 4 with a pair of same axle connecting rods 5 and opposite crankshaft 6 with a pair of opposite connecting rods 7 to which by means of rockers 8 are attached the first piston pair 9 with a subpiston space 90 and a second piston pair 10 with subpiston space 100 placed opposite to each other in any of the first cylinder 1 and the second cylinder 2 which peripheral walls have spark-plug holes 11. There are first and second gas distribution elements 12, 13, too, being the first placed between the supply holes 14 and overflow channel 15 , connected to the subpiston space 90 of the lower and upper pistons 91, 92 of the first piston pair 9, and through a reverse valve 16 - to a suction pipe 17. The second gas-distribution elements 13 are placed between the relief holes 18 and relief pipe 19, to which are attached end relief holes 20, located near to and under the frontal part of pistons 101, 102 of the second piston pair 10.

There is also a mechanic gear 200 consisting of a gear-wheel 21 , worm 22, worm-wheel 23, sector holes 24, intermediate gear-wheel 25, a pair of intermediate gear-wheels 26, springs 27 and double gear-wheels 28. The engine works as follows: The working processes that take place in the first and the second cylinder

1, 2 are developed in the succession shown on figures 1 and 3. The fuel-air mix of the subpiston space 90 of the lower and upper pistons 91, 92 of the first piston pair 9 is pushed out and through the overflow channel 15 and the opened supply holes 14 of the 1 cylinder, refilling it. At the same time, through the end relief holes 20 opened by the frontal part of the upper piston 102 of the second piston pair 10, a large part of the work-out gases are released under the action of their proper pressure through the second cylinder 2 to the atmosphere passing through the relief pipeline 19.

At a further rotation of the crankshaft 4 and the opposite crankshaft 6 to the respective angles of 180° and 90°, as shown on figure 3a, the lower piston 91 of the first piston pair 9 reaches the first piston 101 of the second piston pair 10, compressing the fuel-air mix between their heads which by the end of the compression is ignited by the spark-plug (not shown on the figures) which is placed in the spark-plug hole 11. Meanwhile, the workout gases remained in the sec- ond cylinder 2 are pushed out to the atmosphere through the end relief holes 20 until they are tapped by the upper piston front 102 of the second piston pair 10 and through the opened relief holes 18, under the action of the running one against another upper pistons 92, 102 of the corresponding first and second piston pair 9, 10, in the subpiston space 90 of the first cylinder 1 and the second cylinder 2 is suctioning fuel-air mix.

In the process of a further rotation of the crankshaft 4 and the opposite crankshaft 6 to angles 360° and 180°, respectively, shown on figure 3b, under the action of the gas forces originated as a result of the large quantities of heat released during the combustion process in the first cylinder 1 , the lower pistons 91, 101 of the corresponding piston pairs 9, 10 move away from each other transmitting a rotation moment to the crankshaft 4 and the opposite crankshaft 6 until the lower piston 101 of the second piston pair 10 of the end relief holes 10 are disclosed and a large quantity of the worked-out gases is released to the atmosphere under the action of their own pressure. At the same time in the second cylinder 2 the worked-out gases are pushed out through the relief holes 18 of the upper piston 102 of the second piston pair 10, which at a certain rotation angle reaches the upper piston 92 of the first piston pair 9, after which lags behind, the volume between the frontal parts of the two upper pistons 92, 102 of the two piston pairs 9, 10 is expanded and through the opened supply holes 14 the fuel-air mix of the subpiston space 90 of the first cylinder 1 and the second cylinder 2 is compressed in the second cylinder 2.

When the crankshaft 4 and the opposite crankshaft 6 are rotated to an angle of 540° and 270°, as shown on figure 3c, the remaining in the first cylinder 1 worked-out gases are pushed out to the atmosphere through the end relief holes 20 until they are tapped by the lower piston 101 of the second piston pair 10 and through the relief holes 18 under the action of the opposite running lower pistons 91, 101. Meanwhile, in the second cylinder 2, the upper piston 92 of the first cylinder 1 reaches the upper piston 102, the volume between their fronts is shrunk, the fuel-air mix is compressed and by the end of the compres- sion is ignited within the subpiston space 90 of the first cylinder 1 and the second cylinder 2 suctioning a new ration of fuel-air mix.

After the crankshaft 4 and the opposite crankshaft 6 are rotated to an angle of 720° and 360° the work-out gases in the first cylinder 1 are pushed out through the relief holes 18 by the lower piston 101 of the second piston pair 10, which at a certain rotation angle of the crankshaft 4 and the opposite crankshaft 6 reaches the lower piston 91 of the first piston pair 9, after which lags behind. In this situation, the volume between the frontal parts of the two lower pistons 91, 101 of the respective piston pairs 9, 10 is increased and through the opened supply holes 14 the fuel-air mix of the subpiston space 90 of the first cylinder 1 and the second cylinder 2 is compressed in it, and in the other second cylinder 2, under the action of the gas forces, the two upper pistons 92, 102 of the respective piston pairs 9, 10 move away transmitting a rotation moment to the crankshaft 4 and the opposite crankshaft 6 until the upper piston 102 of the second piston pair 10 of the end relief holes 20 is disclosed. A large quantity of the worked- out gases are released in the atmosphere through them under the action of their own pressure, etc.

The volumes in the first and the second cylinder 1, 2, limited by the fronts of the two lower pistons 91, 101 at the end of the compression and purification process are changed in inverse proportion by change of the clutch angle of the crankshaft 4 with the opposite crankshaft 6. Thus the pistons of one of the crankshafts move overtaking the pistons of the other crankshaft. Depending on the type and quality of the fuel used to operate the internal combustion engine, the clutch angle is selected statically by rotating the worm 22 to the needed direction to a position corresponding to the necessary cylinder volume at the end of the compression process. While the engine is running the clutch angle changes at shrinking or releasing of the springs 27, which is proportional to the engine load. This provides a reduction of the volume at the end of the compression process by reducing the load, as well as an increase of the volume by increasing the engine load which prevents the detonation burning at load in- crease and improves the efficiency at low and medium loads. Being the engine loaded at full the springs 27 shrink at maximum and the volume in both cylinders 1 , 2 at the end of the purification process is equal to zero.

In another preferred embodiment of the internal combustion engine, during the suction process, the fuel-air mix is suctioned directly from the suction pipe 17 due to the discharge obtained between the piston fronts 91, 92 of the crankshaft 4 and the piston fronts 101, 102 of the opposite crankshaft.

REFERENCES CITED

1. SU No. 416446, class F 02 B 69/06, published 25 February 1974. 2. SU No. 1137226, class F 02 B 45/02, published 30 January 1985.

Claims

PATENT CLAIMS

An internal combustion engine consisting of cylinder unit with articulated in it crankshaft and opposite crankshaft and pistons connected to them by means of connecting rods; of relief holes, joined by a gas-distribution element, as well as of supply holes, spark-plug holes, relief pipeline and mechanic gear, wherein the crankshaft (4) has a pair of coaxial connecting rods (5), and the opposite crankshaft (6) has a pair of contrary connecting rods (7); and the transmission rate of the crankshaft (4) and the opposite crankshaft (6) is 2:1, being the sup- ply holes (14) and the first gas-distribution element (14) located in the area between the frontal parts of the first piston pair (9) of the crankshaft (4) in a lower dead centre position, and the frontal parts of the second piston pair (10) are on the opposite crankshaft (6) in a upper dead centre position, the supply holes (14) being connected to an overflow channel (15) connected to the subpiston space (90) of the first piston pair (9), which is connected to a suction pipe (17) by means of a reverse valve (16), the spark-plug hole (11) and the relief holes (18) being located in the area between the average distance from the lower dead centre to the upper dead centre of the first piston pair (9) and the average distance from lower dead centre to the upper dead centre of the second piston pair (10), being constructed end relief holes (20) located in a position of a lower dead centre and nearby and over the frontal parts of the second piston pair (10), while a mechanic gear (200) consists of mechanisms for clutch angle regulation between the crankshaft (4) and the opposite crankshaft (6).