WO2005075801A1

WO2005075801A1 - Highly efficient two-stroke piston combustion engine working without vibrations

Info

Publication number: WO2005075801A1
Application number: PCT/SK2004/000016
Authority: WO
Inventors: Stefan Kanozsay
Original assignee: Stefan Kanozsay
Priority date: 2004-02-10
Filing date: 2004-12-08
Publication date: 2005-08-18
Also published as: SK932004A3

Abstract

The highly efficient two-stroke piston combustion engine working without vibrations is a multicylinder engine with perfectly balanced inertial forces and torques by means of a specific arrangement of the cylinders (25) and of the pistons (9) and a rolling crank mechanism for the transmission of the rectilinear reciprocating piston (9) motion to rotary, and its high efficiency is reached via the controlled gas flow inside the cylinder (25) carried by the tangentially positioned suction chamber (24) with the clack-valve (15), by the floating piston (9) with the scavenging port (14) in piston head, the short circuit valve (13), the exhaust valve (21) and the exhaust chamber (22), further thereby, that all the valves (13), (15), (21) works automatically; the clack-valve (15) and the short circuit valve (13) are controlled by the pressure difference and the exhaust valve (21) is controlled by the control piston (27).

Description

Highly efficient two-stroke piston combustion engine working without vibrations

Field of Invention

This invention relates to two-stroke petrol and oil combustion engines with a rectilinear reciprocating piston motion.

Prior Art

Present two-stroke engines have an array of imperfections:

A two-stroke engine with a loop cylinder scavenging has an imperfect cylinder charging because the exhaust port stays open for the whole period of mixture transfer. Part of the fresh mixture escapes together with the exhaust fumes to the exhaust pipe, while, paradoxically, part of the burnt gases stays inside the cylinder. That is why the performance of the present two- stroke engines is only 1,6 to 1,7 times greater than the one of the four-stroke engines, although theoretically it should be the double. For the same reasons the two-stroke engine has a high fuel consumption ratio and irregular running at low revolutions. So far no two-stroke engine without such imperfections is known.

The gas flow in the engine is chaotic, disorganized. During the suction the gas mass is accelerated but during the compression in the crankcase its speed is standing. During the transfer the gas mass is accelerated again but during the compression inside the cylinder it is halted once again although during the exhaust cycle the burnt gases have to be accelerated for their removed from cylinder. Acceleration and deceleration of the gas mass during each revolution causes considerable losses of the kinetic energy.

A uniflow cylinder charging and a controlled gas flow inside the cylinder are so far unknown. Present engines cannot be perfectly balanced and that is why they oscillate or vibrate. Part of the performance is used to vibrate the whole engine mass, which causes losses and a higher fuel consumption ratio. An engine working without vibrations is so far unknown. Only ways of reducing the existing vibrations or reducing their transfer are known.

The force acting on the piston decomposes in the piston pin into a component acting in the direction of the conrod axis and an unwanted component pressing the piston to the cylinder wall. This undesirable force component increases friction between the piston and the cylinder wall, which causes losses transforming into heat and increases demands on piston lubrication and cooling.

This component force changes its intensity, direction and sense all the time and so has the tendency to tilt the piston inside the cylinder around the piston pin. That is why the piston is much taller and heavier than necessary. Greater weight causes losses because to overcome the inertial forces more energy is used.

The resultant force transmitted to the conrod big end decomposes again into a radial component and a perpendicular component. This decreases the efficiency during power transmission of the reciprocating motion into rotary motion. So far no such conversion of the reciprocating piston motion to rotary with a higher efficiency than the classic crankshaft with a conrod is known. If an engine has suction and exhaust valves, a camshaft is needed to control them. This camshaft requires engine drive, which consumes part of the performance. So far no valve control without a camshaft and without drive is known.

Automatic timing and valve stroke regulation according to momentary revolutions and engine load requires sensors and a complicated electronic device. This known solution is expensive to manufacture.

So far no automatic timing and valve stroke change control according to momentary engine load and revolutions working without electronics or servo engines is known. These imperfections are eliminated by the below described invention. Summary of the Invention

The highly efficient two-stroke piston combustion engine working without vibrations is a multi- cylinder engine with a rectilinear reciprocating piston motion in fulfilment for oil, petrol or gas. The engine without vibrations is attained thereby, that all the inertial forces of the engine, i.e. all the rotary and shearing forces as well as all torques nascent from motion of mass are perfectly balanced and that in every instant.

The balancing of the shearing forces lies in the fact that the pistons move in opposite directions and their speed is identical in every instant, i.e. they accelerate and decelerate simultaneously and the total mass of the pistons moving in one direction is identical with the total mass of the pistons moving in the opposite direction. Balancing of the torques lies in the fact that the cylinder row to be balanced has its cylinders placed symmetrically to their middle transversal plane. The resulting torques neutralize each other because their intensity in each instant is the same but their sense is opposite.

Identical speed of the pistons moving in one directions and in opposite directions is ensured by the rolling crank mechanism. The rolling crank mechanism consists of

An internal gear ring fixed immovably inside the crankcase,

A planet wheel with half as many teeth as the gear ring, whereas the gearing of the ring and of the planet wheel is in constant mesh,

A crank, to which the planet wheel is attached,

A carrier, in which the crank is pivoted,

An arbor steady fixed to the carrier and

A piston rod with an eye, which is pivoted in the journal of the crank.

High engine efficiency is achieved by the rolling crank mechanism on one hand and the unidirectional cylinder charging and scavenging and a governed gas flow inside the cylinder plus the automatic suction, short circuit and exhaust valves not requiring engine drive on the other hand.

The special cylinder positioning means that the two-cylinder engine has its cylinders positioned opposite each other on the same axis and a multi-cylinder engine has its cylinders arranged either in a row or opposite each other or in a N-type or in a U-type whereas cylinders in one row are arranged symmetrically according to the middle normal plane of this cylinder row. The mutual position of the pistons in one cylinder row is opposite, i.e. in each instant their mutual position is given by an angular displacement of 180°. The mass total of the pistons moving collaterally is identical with the mass total of the pistons running in the opposite direction.

The engine according to this invention includes a mechanism for a unidirectional cylinder charging and scavenging and a regulated gas flow inside the engine which is implemented by the fact that:

It has a floating piston that is not fixed to any engine component and its head has a hole for mixture or air transfer,

It has a short circuit valve that is fixed to the end of the piston rod,

It has a control piston functioning to control the exhaust valve,

In the head of each cylinder it has a centrally placed exhaust valve which is steady fixed to the control piston via draw rods and the bridging,

In each cylinder it has one or more suction chambers, which run into the cylinder tangentially and in each suction chamber there is a suction valve.

The engine according to this invention can be favourably manufactured in this way: The inner space of the piston and the compression chamber are funnel-shaped, The outfall is created in the exhaust chamber with a tangentially location, The suction valve is formed by a flap or a clack valve,

It has a proportioning pump for floating piston lubrication, consisting of the pump body, a globule and a stop pin; whereas the lubricant oil is led via a tube to the cylinder through the capillary holes,

It has a separate exhaust valve lubrication which consists in the oil from a separate reservoir being transported by a pump to the inner notch inside the exhaust valve bed and the warmed-up oil is led away through the cooler and the filter back to the reservoir,

It has a mechanism for automatic ignition advance control or advanced oil injection control for both senses of rotation; this mechanism consists of an alternator with a shading coils, a rotor anchored to the shaft on which the small cogwheel in mesh with the segment that is held by springs in the basic position.

Engine according to this invention lacks the deficiencies usual with the traditional two-stroke engines. It works without vibrations and its rotation speed is smoother than the rotation speed of a four-stroke engine, even at low revolutions, too.

It works either clockwise or counter-clockwise, depending on the direction it is started up and without readjusting the timing or the valve stroke regulation. This is especially advantageous for ships and locomotives, because they do not need a reverse transmission for backward running.

If we compare the engine according to this invention with a classic four-stroke engine with identical cubage and revolutions, the engine according to this invention has Twofold the output and a high torque,

A lower fuel consumption ratio per performance unit, because it has a higher efficiency, A lower specific weight per performance unit, and this by 40%, A lower construction height and it occupies less space.

An engine with cylinders arranged opposite each other can have an extremely small height, e.g. an engine with a stroke volume of 3000 cm³ has a height of only 18 cm and can be fitted under the back seat of a car or inside the wing of an aircraft without obstructing the airflow streamlines.

The preferred embodiment of the engine according to this invention is a oil or petrol eight- cylinder engine with a V cylinder arrangement with an angle of 90° because it occupies the least space, has the lowest specific weight and lowest manufacturing costs.

For low-speed ship engines with a great stroke volume it is advantageous to arrange the cylinders in a U-form, so that they are in a vertical position.

To manufacture an engine according to this invention the usual construction materials and usual production facilities are used. Serial production of these engines is considerably cheaper because the engine is simple - it has neither a conrod, nor a camshaft, nor rockers or a distribution gear and there is no need of drive, electronic devices, sensors or servo engines to operate the valves.

An engine according to this invention produces less harmful exhaust fumes than the four-stroke engines of today because ecological oil proportioned by the proportioning pump is used for floating piston lubrication; and lubrication of the piston and exhaust valves which come into contact with the combustion products is separated from the lubrication of other moving parts of the engine.

A disadvantage of an engine according to this invention is that it is unsuitable for the manufacture of very small engines with a stroke volume total less than 800 cm³ as well as the fact that for the construction of the rolling crank mechanism out of the arbor has to have an independent output shaft. Drawings list

Fig. 01 Basic drawing of a three-cylinder engine

Fig. 02 Basic drawing of a four-cylinder in-line engine

Fig. 03 Chart for the comparison of the piston speed course with a crank mechanism and a conrod as opposed to the rolling crank mechanism Fig. 04 Illustration of the force resolution and comparison of the construction height of the piston with the traditional mechanism as opposed to the rolling crank mechanism Fig. 05 Basic drawing of the rolling crank mechanism

Fig. 06 Course of the piston motion according to the crank displacement

Fig. 07 Basic drawing of the rolling crank mechanism with a crank for an engine with a N-90 cylinder arrangement Fig. 08 Basic drawing of an eight-cylinder U-engine with an output shaft

Fig. 09 Example of a total balancing of the rolling crank mechanism

Fig. 10 Floating piston - construction illustration

Fig. 11 Floating piston with a short circuit valve in the closed position

Fig. 12 Floating piston with a short circuit valve in the open position

Fig. 13 The short circuit valve spring holder — construction illustration

Fig. 14 Suction space and workspace

Fig. 15 Illustration of the clack-valve position inside the suction chamber

Fig. 16 Clack valve in the fully open position

Fig. 17 Tangential position of the suction chambers

Fig. 18 Construction illustration of the exhaust valve, compression chamber and exhaust chamber Fig. 19 Control piston - construction illustration

Fig. 20 Exhaust valve and its control

Fig. 21 Illustration of the course of the processes from suction to exhaust

Fig. 22 Proportioning oil pump

Fig. 23 Floating piston lubrication

Fig. 24 Exhaust valve lubrication

Fig. 25 Alternator with a stator with a shading coil

Fig. 26 Automatic ignition advance control drive for both senses of rotation

Fig. 27 Figure to the Abstract

Examples of realization of the engine according to this invention

The function of the engine according to this invention and its parts are explained per examples of their realization. The meaning of the used terms is explained at the same time.

A two-cylinder engine (no figure) has its cylinders arranged opposite each other on one axis and pistons move in opposite directions. No torque arises and the shearing forces neutralize each other.

Fig. 01 shows the diameter of the middle cylinder being the diameter of the outside cylinders plus a multiple of ^2, so that with the same height the mass of the middle piston is double the mass of the outer piston. The pistons have the same stroke and their speed is identical in every instant, only the sense of motion is opposite - the pistons move with an angular displacement of 180°. They accelerate and decelerate simultaneously, so that the total of all shearing forces is zero.

The middle piston infer tio torque on the engine mass. Torques arising from the motion of the outer pistons mass neutralize each other because these torques have identical speed but opposite sense in every instant. An engine with different cylinder diameters is inconvenient to manufacture, it is mentioned only as an example of demonstrate the means of perfect engine balancing.

A four-cylinder engine according to Fig. 02 has identical diameters of all cylinders and pistons have identical stroke. Considering the fact that the piston motion inside the inner cylinders is opposite to the motion of the pistons inside the outer cylinders, the shearing forces as well as the torques neutralize each other.

With engines with a N-arrangement the angle of the fork is not important because each row of cylinders is balanced independently.

Fig. 03 compares piston speed with the crank mechanism with a piston rod as opposed to the rolling crank mechanism by way of an example with factual dimensions. The chart illustrates that the piston travels from the half stroke to the top dead centre (TDC) and back with the crankshaft making a turn of only 160,8° but the piston travels the same distance to the bottom dead centre (BDC) and back with the corresponding turn of the crankshaft being 199,2°. The difference in piston speed in the neighbourhood of the top and bottom dead centres precludes perfect balancing of an engine with the conrod. That is why an engine according to this invention has no conrod.

Fig. 04 shows a comparison of the traditional mechanism as opposed to the rolling crank mechanism from the point of view of force resolution and the one of the piston construction height. Because the lateral force F_b is zero, the piston friction against the cylinder wall is considerably smaller. Force transfer is much more efficient, because the force F acting on the piston is transferred without being resolved, i.e. F_a = F. Although stroke, diameter and position of the piston towards TDC (marked X) are the same in both cases, angle α ≠ β.

To the torques the following applies: M = F_a . Rr_f,

Where M is the momentary torque F_a is the momentary active component of the force F R_ef is the effective radius.

It can be mathematically proven, that the total of all torques ΣM transferred during one revolution is higher with the rolling crank mechanism, and so this mechanism has a higher efficiency than the traditional crank mechanism.

It follows from the drawing that the construction height of an engine according to this invention is lower than with the traditional engine.

The gear ring 1 in Fig. 05 is steady fixed inside the crankcase so that it cannot rotate. The pitch circle diameter of the gear ring 1 equals the piston 9 stroke. The planet wheel 2, fixed to the crank 6, will roll along the inner gearing of the gear ring I. The eye 7, the piston rod 8 and the piston 9 perform solely a rectilinear reciprocating motion. The main shaft 5 and the carrier 4 perform solely a rotary motion.

Fig. 06 shows that the course of the piston motion is strictly sinusoidal. That is also why piston speed is identical in the neighbourhood of both the TDC and the BDC. The following equation applies: H (α) = R (l - cos α), Where H (α) is the momentary piston stroke according to the angular rotation of the arbor R is the radius of the ring pitch circle α is the angle of rotation of the arbor. The rolling crank mechanism according to Fig. 07 with a double crank of the crank 6 is convenient for engines with a N-90 arrangement because one crank serves two pistons 9 simultaneously.

A disadvantage of the rolling crank mechanism is that the arbor 5 cannot remain unbroken (see Fig. 08), that is why the engine has an independent output shaft 30. The performance from the arbors 5 is transferred to the output shaft 30 by means of cogwheels 29.

The advantage on the other hand is that the counterweights 3 for the counterbalancing of the rotary forces (see Fig. 09) partly compensate for a balance wheel. The operation of an eight or more cylinder engine is so smooth that it does not require a balance wheel.

Figs. 10, 11, 12 show the floating piston 9. The head of the floating piston 9 has a scavenging port 14 used for transferring the mixture or air from the suction space 19 to the cylinder 25 workspace Y∑ - see Fig. 14. The bottom of the floating piston incorporates a scavenging port 14 used for transferring the mixture or air from the suction space 9 to the cylinder 25 workspace 17 - see Fig. 14. This ensures excellent cooling of the floating piston 9. The floating piston 9 fits closely to the short circuit valve 13, which is steady fixed to the piston rod 8. TJpon the protrusions K) there is the holder 11 , which supports the spring The floating piston 9 is not attached fixedly to any component of the engine. The pressure difference in the suction space 19 and the workspace 17 determined the position of the floating piston 9 and the short circuit valve 13. The spring 12 determines the short circuit valve 13 opening ratio and accelerates its closing. The floating piston 9 can be of a very low construction height because no lateral forces act on the floating piston 9. The construction of the spring 12 holder H is shown in Fig. 13.

The workspace 17 (see Fig. 14) is the space inside the cylinder 25 between the floating piston 9 and the head 26 or the exhaust valve 21 and that independently of the momentary position of the floating piston 9. Also part of the workspace 17 is the compression chamber 20. The suction space 19 is the space inside the cylinder 25 delimited by the floating piston 9 and the control piston 27. Also parts of the suction space 19 are the suction chambers 24.

The clack-valve 1_5 is a suction valve or a flap, which is pinned onto the opening of the intake manifold 18 by its own pliability, or the springy lame 16 - see Figs. 14, 15 and 16. The clack- valve 15 operates automatically. The instant of opening of the clack-valve 15 depends on the pressure difference between the intake manifold 18 and the suction space 19 of the cylinder 25. It works as a non-return valve; it transfers gas in only one way, i.e. toward the cylinder 25. The extent of clack-valve 15_. opening depends on the gas speed and pressure that is why the valve timing and valve stroke are directly dependent on the engine revolutions and load. The clack- valve 15 does not require engine drive nor lubrication.

The suction valve can be also of a different construction, but if it comprises movable components it requires lubrication, timing and engine drive.

The control piston 27 serves to control the exhaust valve 21, to which it is steady fixed via draw rods 28 and a bridging 50 - see Figs. 19, 20, 21. The stroke of the control piston 27 is therefore identical with the stroke of the exhaust valve 21. The exhaust spring 5± holds the exhaust valve 21 in a closed position and thereby simultaneously holds the control piston 27 in the basic position. The gas pressure inside the cylinder 25 workspace 17 acts on the exhaust valve 21. The pressure inside the suction space 19 acts on the control piston. The control piston 27 moves toward the crankcase in the case when the pressure inside the suction space 19 acts on the control piston 27 by a force greater than the total of the force acting on the exhaust valve 21 inside the workspace 17 and the prestress force of the exhaust spring 51. The shift of th_e control piston 27 simultaneously opens the exhaust valve 21. The suction chamber 24 serves to regulate the flow of the in-drawn gas and as a place for the clack-valve 1_5. Fig. 17 shows two suction chambers 24 running into the cylinder 25 tangentially. This placement causes the in-drawn gas to rotate inside the cylinder 25 - see also Fig. 14. As a result of the gas mass inertia, this rotary circulation continues even after the termination of the suction and during the subsequent mixture compression inside the suction space 19, during the transfer, compression and expansion inside the workspace 17 and proceeds also during the exhaust. The shape of the floating piston 9, the short circuit valve 13 and the exhaust valve 21, the compression chamber 20 and the exhaust chamber 22 is adjusted to this rotary motion. Gas flow during all of these cycles is rotary and proceeds in one direction - from the suction toward the exhaust.

The exhaust chamber 22 (see Figs. 18 and 20) with a tangentially positioned outfall 23 supports the gas rotation even beyond the exhaust valve 21. Simultaneously, it makes the hot exhaust fumes (of a temperature of 800 to 900°C) cooling possible. Exhaust fumes cooling right beyond the exhaust valve 21 has a great importance because it reduces the onset edge of the pressure wave arising with the opening of the exhaust valve 2 The pressure wave sweeps through the exhaust system with the speed of sound, which at the given pressure and heat conditions reaches up to 600 m/s. The pressure wave rebounds at the end of the exhaust manifold. With the traditional engines the rebounded wave returns back to the exhaust valve before its closing. That is why the underpressure arising after the escaping combustion products disappears. Also by a partial cooling of the exhaust fumes a significant reduction of the onset edge of the pressure wave is reached, because its dependence on the temperature is exponential.

Fig. 21 shows the cylinder 25 with the floating piston 9 in various positions. With the aid of the drawing the course of the processes inside the cylinder 25 shall be explained. The example applies to a petrol engine. Position A

The piston rod 8, the short circuit valve 13 and the floating piston 9 move as one unit toward the TDC. Underpressure inside the suction chamber 19 opens the clack-valves 15 (only one is depicted) and the mixture flows from the intake manifold 18 into the suction chamber 19. Simultaneously the previously in-drawn mixture is being compressed inside the workspace 17. Position B

The drawing shows the floating piston 9 in the TDC. Shortly before, the mixture has been ignited inside the compression chamber 20, after its incineration the temperature rises to approximately 2500°C and the pressure to approximately 500 kPa. In spite of the fact that the combustion proceeds very fast - in less than one thousandth of a second - it is necessary to deal with its course, because it has a significant influence on the engine running and performance. Prior to and during the combustion the gas rotates inside the compression chamber 20 at a considerable speed. The circumferential gas rotation speed can be higher than the combustion rate. The centrifugal force causes the centre of gravity of the gas mass not to lie in the centre of the cylinder 25 but on the circle near to the jacket of the compression chamber 20, it is therefore favourable to place the spark plug onto the jacket perimeter. The combustion continues from the spark plug in the direction of the gas rotation and burns through to the centre of the compression chamber 20. With this method of combustion there is no need for an antiknock slot, because this combustion is auto-ignition resists even at a high degree of compression. Simultaneously the suction in the suction space 19 continues, which is caused by the mixture flow inertia. The clack-valve 15 is open. Suction ends 20 to 35° after the TDC, according to momentary revolutions and engine load. Position C

Depicts a working cycle. The piston 9 together with the short circuit valve 13 is pushed toward the BDC by the gas pressure. Simultaneously the previously in-drawn mixture is being compressed inside the suction space 19. Inside the workspace 17 pressure and temperature decrease as a result of the expansion of the burnt gases, whereas inside the suction space 19 the pressure and temperature increase. Position D

The drawing depicts the transfer and the exhaust. Approximately 55 to 50° before the BDC the pressure in the suction space 19 increases to such an extent that the control piston 27 moves toward the crankcase. Thereby it simultaneously opens the exhaust valve 21. The opening of the exhaust valve 21 causes the pressure to decrease rapidly inside the workspace 17 so that the pressure inside the suction space 19 will be greater than the pressure inside the workspace 17. The difference of these pressures causes the motion of the floating piston 9 to slow down as compared to the short circuit valve 13, i.e. a gap between the piston 9 and the short circuit valve 13 arises. That is the transfer. The mixture flows from the suction space 19 into the workspace 17. The gas motion is unidirectional, spiral-rotary. In the workspace 17 the exhaust progresses simultaneously through the open exhaust valve 21, and that in a spiral motion of the exhaust fumes in the same sense of rotation.

Shortly after the short circuit valve 13 opens, i.e. in the course of the transfer, the exhaust valve 21 starts closing, because the pressure inside the suction space 19 decreases rapidly after the opening of the short circuit valve 13. Yet before the pressures inside the suction space 19 and the workspace 17 equalize, the exhaust valve 21 closes by the force of the exhaust spring 51. This ensures that the fresh mixture does not escape into the exhaust because the closing of the exhaust valve 21 happens right before the equalization of the pressures. The short circuit valve 13 closes a small period of time later, almost concurrently with the exhaust valve 21. This method of automatic short circuit valve 13 and exhaust valve 21 timing ensures that the moment of valve 13, 21 opening and closing as well as the extent of their opening depends on the momentary pressure and speed conditions of the gas, i.e. on the momentary engine load and revolutions.

The floating piston 9 cannot be lubricated in the classic way and adding oil to the fuel is unecological. The oil-proportioning pump 31 according to Fig. 22 serves for the lubrication of the floating piston 9. The globule 32 in the body of the proportioning pump 3_1 has a stroke limited by the stop pin 33. The proportioning pump 3_i is submerged into the lubricant oil. Oil from the output 35 is led to the cylinder 25 via the tube 36 through the capillary holes 37 (see Fig. 23) positioned in 3/8 of a stroke height from the BDC. Underpressure lifts up the globule 32 and the oil flows into the cylinder 25 but in case of overpressure the globule 32 closes the inlet 34 and thereby prevents backflow. A marginal amount of oil is needed for piston 9 lubrication, e.g. for a cylinder 25 with a stroke volume of 300 cm³ for one stroke only 0, 15 mm³ of oil is needed, i.e. approximately 0,00011 grams. That is why the globule 32 has a diameter φ of only 3 mm and its stroke is limited to 0,4 mm and the capillary holes 37 have a diameter of φ 0,2 mm only.

This lubrication ensures oil proportioning according to the extent of underpressure and that for each stroke, i.e. proportioning according to the revolutions and engine load. Simultaneously it makes a separate lubrication of the piston 9 and the use of ecologic oil for two-stroke engines possible, which bums together with the fuel during the working cycle without increasing the amount of harmful air pollutants.

The exhaust valve 21 does not require lubrication from above, only its stem does - see Fig. 24. That makes the use of separate lubrication from an independent reservoir 42 possible, and that by means of oil pump 39, which does not have to be constructed for high pressure. For exhaust valve 2 lubrication and cooling an abundance of oil is needed. As only this oil comes into contact with the combustion products it is sufficient to cool and filter only this oil in the cooler 40 and in the filter 41.

The engine according to this invention can run in any sense of rotation, depending on the direction it is started in. A change of the sense of direction does not influence the automatic valve 13, 15, 21 timing or stroke, because all of them are controlled by the momentary gas pressure.

If the engine is to work in both senses of rotation it is convenient to use a mechanism for automatic ignition advance control or advanced oil injection control for both senses of rotation. An embodiment is depicted in Figs. 25 and 26. The stator of the alternator 44 is driven by the engine, it is pivoted and on its poles a shading coils 46 are placed. The rotor 43 is placed on a shaft 45. The rotor 43 forms a permanent magnet. In the coils 46 of the stator a current is induced, which would spin the rotor 43, but this is prevented by a spring 49 on a segment 48 with which the rotor 43 is connected via the small cogwheel 47. A deflexion of the segment 48 from the central position has a linear course for both senses of rotation because the stator torque acts in the same sense as the engine revolves and is directly proportional to engine revolutions. Springs 49 also have a linear characteristic.

Industrial applicability

The engine according to this invention has a wide range of applicability. It is designated for use for all cases where until now the traditional four-stroke or two-stroke engines are used, i.e. as a drive unit for cars and lorries, aircrafts, locomotives and ships, or as stationary engines for driving of various machinery.

Workability and functionality of the invention been manifested, because an engine according to this invention was built as a functional model and its qualities are proven.

Claims

C L AI M SWhat I claim as my invention is:

1. A highly efficient two-stroke piston combustion engine working without vibrations., what's a multi-cylinder engine with a rectilinear reciprocating piston motion, producible as oil, petrol or gas engine, c o m p r i s i n g Cylinders (25) and pistons (9) being arranged in space in such a way that a twin-cylinder engine has cylinders (25) positioned opposite each other on the same axis with the pistons (9) positioned mutually opposite and a multi-cylinder engine has its cylinders (25) arranged either in a row or opposite each other or in a V-type or in a U-type whereas cylinders (25) in one row are arranged symmetrically according to the middle normal plane of this cylinder (25) row and the pistons (9) in one cylinder (25) row are positioned mutually opposite, i.e. in each instant their mutual position is given by an angular displacement of 180°, whereas the mass total of the pistons (9) moving collaterally is identical with the mass total of the pistons (9) running in the opposite direction, further a rolling crank mechanism for the transmission of the rectilinear reciprocating piston (9) motion to rotary and vice versa, consisting of a gear ring (1) with internal toothing fixed immovably inside the crankcase, a planet wheel (2) with half as many teeth as the gear ring (1) whereas the planet wheel (2) and the ring (1) are in constant mesh, a crank (6) to which the planet wheel (2) is attached, a carrier (4) in which the crank (6) is pivoted, a arbor (5) steady fixed to the carrier (4) and a piston rod (8) with an eye (7) which is pivoted in the journal of the crank (6), further a contrivance for a unidirectional cylinder (25) charging and scavenging and for a control gas flow inside the engine consisting of a suction chamber (24) destined into the cylinder (25) tangentially, whereas a clack-valve (15) or a suction valve is placed inside the suction chamber (24), a floating piston (9) with the scavenging port (14) for mixture or air transfer placed in the bottom of the piston (9), a short circuit valve (13) steady fixed to the end of the piston rod (8), an exhaust valve (21) positioned centrally in the head (26) and an exhaust chamber (22) with a tangentially positioned outfall (23), whereas the piston (9) is a floating piston which is not fixed to any engine component.

2. The engine according to claim 1 c o m p r i s e s a control piston (27) which is placed inside the cylinder (25) serving for automatic exhaust valve (21) control, to which it is steady fixed by means of draw rods (28) and a bridging (50).

3. The engine according to claim 1 c o m p r i s e that the chamber inside of the piston (9) and the compression chamber (20) they have a funnelled shape.

4. The engine according to claim 1 c o m p r i s e s a proportioning pump (31) for floating piston (9) lubrication, consisting of the proportioning pump (31) body, a globule (32) and a stop pin (33), whereas the cylinder (25) is furnished with capillary holes (37) and a oil conduit (36) for transmit the lubricant into the cylinder (25).

5. The engine according to claim 1 c o m p r i s e s a mechanism for separate exhaust valve (21) lubrication which consists of a reservoir (42), an oil pump (39) for transporting the oil to the inner notch (38) placed inside the exhaust valve (21) bed, a cooler (40) and a filter (41).

6. The engine according to claim I c o m p r i s e s a mechanism for automatic ignition advance control or advanced oil injection control for both senses of rotation consisting of an alternator (44) with a shading coil (46), a rotor (43) a shaft (45), a small cogwheel (47) a segment (48) and a spring (49) whereas the rotor (43) and the small cogwheel (47) are attached to the shaft (45) and the small cogwheel (47) is in mesh with the segment (48) which is held by springs (49) in the basic position.