WO2012113949A1 - Three-stroke internal combustion engine - Google Patents

Three-stroke internal combustion engine Download PDF

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Publication number
WO2012113949A1
WO2012113949A1 PCT/ES2012/000042 ES2012000042W WO2012113949A1 WO 2012113949 A1 WO2012113949 A1 WO 2012113949A1 ES 2012000042 W ES2012000042 W ES 2012000042W WO 2012113949 A1 WO2012113949 A1 WO 2012113949A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
stroke internal
engine according
cylinder
Prior art date
Application number
PCT/ES2012/000042
Other languages
Spanish (es)
French (fr)
Inventor
Juàn GARRIDO REQUENA
Original Assignee
Garrido Requena Juan
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Filing date
Publication date
Application filed by Garrido Requena Juan filed Critical Garrido Requena Juan
Publication of WO2012113949A1 publication Critical patent/WO2012113949A1/en

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Classifications

    • 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
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • F01B3/045—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces by two or more curved surfaces, e.g. for two or more pistons in one cylinder
    • 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
    • F02B2075/026—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle three

Definitions

  • THREE-TIME INTERNAL COMBUSTION ENGINE The present invention relates to a three-stroke internal combustion thermal engine; a first time of compression, a second time of combustion and expansion and a third time of sweep and cooling, which by means of a novel system of opposed pistons drives a rotary movement in the drive shaft, achieving less vibration and lower expense than conventional thermal engines .
  • document 215925 presents an internal combustion engine with mounted pistons to describe an alternative movement in the cylinders arranged in equidistant relation about a longitudinal axis of rotation.
  • This documented model presents the following disadvantages to the proposed invention:
  • the engine in general requires many more parts, many of which work with friction by sliding, significantly increasing losses and wear, while reducing the life of the engine. It uses a ribbed shaft or similar which will produce a huge friction and wear, these axes are designed for other types of applications such as gearboxes.
  • gearboxes There are large masses in linear motion, the inertia is not in your favor, in each cycle you have to change the sense to the whole set of pistons plus the mounting plate four times and that in case you do not use the system in which the cylinders also move. You will have great vibrations To get an over feed or a better filling of the cylinders you need a turbocharger, reducing the performance, increasing the number of parts and increasing friction.
  • the centrifugal force does not take advantage of the injector pump because it does not rotate with the whole assembly. It uses rollers for contact with the track, causing a decompensation between the turning speed of the outermost section and the innermost one, causing a significant friction in the track.
  • the radial distance of the cylinders to the axis can not vary. There is no regulated or automatic variation of the arms.
  • the engine must be cooled by water since, due to all the above, it continues to be cooled by the exterior faces of the cylinder. It has the disadvantage that when manufacturing the plates with the pistons, the central grooved hole of the plates, the cylinder block and the
  • the present invention brings to the state of the art novel, simple and easy-to-implement solutions that result in the following advantages: It works with a three-cycle cycle for which you only need one highlight per cycle.
  • the distribution system of the present invention does not need any part since it is made by means of ports which open and close the plunger itself. 5
  • Opposed pistons are used within the same cylinder. It can work with at least one cylinder and each one works independently or associating them in the way that most interests the final application, achieving great versatility. It is not necessary to have the cylinders parallel to the axis of rotation, they may have certain inclination to reduce centrifugal force or to improve the passage of gases through the interior of the cylinder.
  • the surface of the raceway may have a slight cant to reduce the centrifugal force of the pistons. It has a perfect symmetry, thus eliminating vibrations and losses. It is built with fewer parts,
  • the mass to which the sense must be changed is much smaller, using less energy in each cycle in the change of inertia. All parts can be lubricated very easily.
  • the present invention has the advantage of being able to perform the compression in a controlled manner, acquiring the novelty that if the Exhaust ports slightly ahead of the intake, you can make a small highlight on the track so that only the exhaust ports are closed by keeping the intake ports open a certain angle and thus achieve a greater filling of the cylinders, so it would not be necessary to use a turbocharger since this function is carried out by the movement of the engine and the exhaust manifold, thus eliminating the use of any system to help the entrance of the gases from the outside filling the cylinder more. thus initiating compression at a higher pressure and temperature.
  • the centrifugal force of the fuel is used because the pump is rotating in conjunction with the engine block, thus requiring less pumping work.
  • the distance of the cylinders from the axle can be varied, even with the engine running, automatically or controlled, thus varying the torque and thus the power of the engine without having to open it.
  • the engine presented in this invention thanks to its exclusive cooling system of three or four zones can be cooled exclusively by air, with all the great advantages that entails, no corrosion, less waste of energy in moving the fluid, not possible freezing.
  • Another great advantage is that the cylinder can be cooled internally, even during compression and expansion, which leads us to be able to cool the same motor core both inside and outside, reducing the very high temperature gradient that appears in the engines conventional between the walls of the cylinder and the plunger.
  • This invention also has the advantage that the heads of the pistons do not come to rest on the walls of the cylinder, minimizing the friction between them. All this leads to an improvement in performance, reduces wear, can work the engine at higher temperature because there is no risk of seizing, there is no alternative lateral wear that is one of the main causes of loss of compression and ultimately power and performance, which implies a lower need for oil and lower consumption than conventional engines.
  • Another advantage that brings a great advance to the current state of the art is the natural elimination of the burned gases that in the conventional engines pass to the crankcase by the sides of the pistons.
  • the invention is constituted from a more or less cylindrical casing of steel, aluminum or similar material, oriented vertically, limited at its ends by two caps held together, similar material to the crankcase, the upper cover has a hole with Threaded and hermetic plug to introduce the oil into the motor set In the lower cover there is a second hole with screw cap to release the oil.
  • a bearing with seals is located in the center of each of the covers of the crankcase, supporting between them a hollow shaft along its entire length. An orifice, for each cylinder described later, passing through the wall of the shaft has been practiced on it approximately in the center of its length.
  • At least one hollow arm is attached to the shaft integrally, perpendicular to it, coinciding with the aforementioned hole, through which passes the air for cooling and through ports, also described later, located inside the arm for combustion and for internal cooling.
  • a cylinder parallel to the shaft traverses the arm.
  • Two opposing and opposite pistons move with axial movement with respect to the cylinder, inside the latter.
  • At each end of the cylinder there is a support for a linear bearing.
  • Each piston is formed by two parts, a first part preferably cylindrical and a second part preferably in the shape of a diabolo that acts as a head of the piston at the end of which at least one compression segment is located and at least a second lubrication segment is located at the end of the piston. beginning of the plunger head.
  • the compression chamber is formed in the middle of the cylinder by the axial and opposite movement of both pistons.
  • an injection pump that is on the outside of one of the crankcase covers, subject jointly to one end of the hollow shaft.
  • a duct for each cylinder, or a single common from which come as many ducts as injectors has the engine, which provides fuel to the injectors, passing through the hole in the shaft and the hole made in it.
  • a crown made of steel, aluminum or similar material is held solidly inside each crankcase cover, each crown has at least one ripple with the height peaks facing the inside of the crankcase and in line with each other,
  • a support for a rolling system running on the crown is located at the outer end of each of the pistons.
  • a compression spring surrounds the outer area of the upper part of each piston, with stop at the end of the piston and at the end of the cylinder, keeping the pistons in the proper position.
  • a longitudinally open tubular part the interior of which draws the same shape as the fins, although with sufficient tolerance for them to pass freely, is secured jointly to the inside of the cylindrical wall of the crankcase, between it and the rim.
  • This tubular piece has an outlet to the outside where the hot air comes out. Between the outlet manifold and the tubular part, separate containment seals are incorporated.
  • An intake port that starts from the hole in the shaft and divides into two bodies, each directed to the ends of the cylinder, directs the air needed for combustion.
  • This tubular part has an outlet to the outside where the exhaust gases exit.
  • the operation of the engine begins with the action of a starter motor that initiates the rotation of the drive shaft.
  • the piston bearings move through the crowns until they reach the beginning of the corrugation ramps, starting at this time the compression time of the air that has entered through the intake ports.
  • fresh air begins to circulate through the sides of the piston and the ends of the cylinder, allowing the cooling of these and sweeping through the exhaust manifold any particle from the combustion chamber that exceeds the combustion segments.
  • the pistons reach the peaks of the undulations, the air is at its maximum compression, acquiring enough temperature and pressure to explode the injected fuel, at this moment the combustion and expansion time begins. This time ends when the pistons reach the ends of the undulation ramps, starting at this moment the third time of sweep and cooling.
  • each cylinder instead of a single cylinder with two pistons facing in the same direction there are two cylinders connected by one end where the chamber is formed. combustion, each cylinder being inclined with respect to the other.
  • connection of the arms to the hole of the hollow shaft is formed by two parts in telescopic relation.
  • the crowns with corrugation have the appropriate width to the distance traveled in the telescopic relation
  • each of the cylinders has an independent injection pump.
  • the engine as an explosion engine in the center of the cylinder, next to the injector, it incorporates a coupling for a spark plug.
  • a compressor for forced ventilation is incorporated differently inside the hollow tube. In a different way crowns with ripples are banked.
  • the shaft and arms are solid, with the ventilation ducts located on the outside
  • the hollow of the shaft has a sealing wall approximately in the center of its length, using one inlet for the cooling air and the other for the combustion air. Differently the shaft admits the air for the cycle and for cooling at both ends but through different conduits.
  • lubrication is achieved with a closed pressure circuit, provided with an external reservoir and a compressor that sends the pressurized oil to the motor assembly.
  • crankcase and the shaft are oriented horizontally or inclined.
  • the crowns with corrugation are held solidly to the shaft and the cylinders remain attached to the casing integrally, so that the cylinders have no rotary movement, rotating the crowns integral with the shaft.
  • the linear displacement system of the piston is formed by a bearing cage.
  • slots are made to increase the air flow, reduce the mass of the piston and increase the cooling.
  • the pump is external and a rotary pressure joint is used.
  • the rim carries another type of gasket such as mechanical fluid and said gaskets are used as means of recirculating the oil or air inside the crankcase.
  • a palometa or air strangulation system is used to regulate the intake.
  • the air intake is carried out only by one end of the cylinder and the exhaust by the opposite one.
  • the ports are directed to obtain the adequate air flow.
  • the outermost surface of the heads of the pistons have a special geometry to improve the entry and exit of the combustion gases.
  • the foot of the piston is provided with a tracking system for a cam track, which does not require, in principle, the compression spring.
  • the foot of the piston is provided with bearings or bearings having the conical trunk outer surface for reducing bearings.
  • the cylinder has fins on its external part to increase cooling.
  • a preferred embodiment of the proposed invention is constituted from a cylindrical casing (1) of steel, aluminum or similar material, limited at its ends by two lids (2) fastened
  • each cylinder (8) there is a support (9) for a linear bearing (10) through which the plunger (11 and 12) slides.
  • the plunger (11 and 12) is formed by two parts, a first part (11) cylindrical and a second part in the form of a diabolo that exerts a head (12) at the end of which is located a compression segment (13) and a second lubrication segment (14) at the beginning of the head (12) of the piston.
  • the compression chamber (15) is formed in the middle of the cylinder (8) by the axial and opposite movement of both pistons.
  • an injection pump (18) which is on the outside of one of the covers of the crankcase (2), subject solidari noir to one of the ends of the hollow shaft (4).
  • a duct (19) for each cylinder (8), which provides fuel to the injectors (17), passing through the hollow shaft (4) and the holes (5) made in this.
  • crowns (20) of steel, aluminum or similar material which incorporate a ripple (21), each of them, oriented their peaks of height (22) to the interior of the crankcase (1 ) and in a situation that coincides with each other.
  • a support for a bearing system (23) that rolls on the crowns (20) is located at the outer end of each of the pistons (11 and 12).
  • a compression spring (24) surrounds the outer area of the upper part of each plunger with stop at the end of the plunger and at the end of the cylinder (8), keeping the plungers in the proper position.
  • the cooling air enters through the hollow shaft (4) passing through all the arms (6) and surrounding the cylinders (8), unloading in an exit manifold (26) located in the furthest wall of each arm (6) .
  • a first longitudinally open tubular part (28), of the same internal shape of the fins (27), with sufficient tolerance for them to pass freely through its interior, is held together to the inside of the cylindrical wall of the crankcase (1) , between it and the rim (25).
  • This first tubular piece (28) has an outlet to the outside (29) through which hot air exits.
  • An intake port (7) that starts from the orifices of the shaft (4) and divides into two bodies each directed to the 5 ends of each cylinder (8), directs the air that is needed for combustion.
  • a second exhaust port (30) formed by two bodies that exit each of them from the ends of each cylinder (8) and join in a single conduit that forms an exhaust manifold (31) that connects with a second piece tubular (36), of the same shape, subjection, and situation described for the hot air outlet.
  • This tubular piece (36) has an outlet to the outside (37) through which the exhaust gases exit.
  • a hole with threaded plug (32) and hermetic is found in the upper cover of the crankcase (2) to introduce the oil into the motor assembly.
  • a second hole with threaded plug (33) and airtight is found in the lower cover of the crankcase (2) to proceed to remove the oil.

Abstract

The invention relates to a cylindrical crankcase having two heads, a hollow shaft, an orifice that passes through the wall of the shaft for each cylinder, an arm having a cylinder, two opposing pistons facing each other having a linear bushing, and a chamber. The crankcase heads have respective crowns, each having an undulation. A bearing support is found on the outer end of each of the pistons. A compression spring keeps the pistons in the appropriate position. A steel wheel provided with retainers is firmly attached to the arm. The hot air exhaust manifold is formed by wings attached to the wheel that pass through the inside of a tubular piece. The air enters via ports and exits via manifolds.

Description

MOTOR DE COMBUSTIÓN INTERNA DE TRES TIEMPOS La presente invención se refiere a un motor térmico de combustión interna de tres tiempos; un primer tiempo de compresión, un segundo tiempo de combustión y expansión y un tercer tiempo de barrido y refrigeración, que mediante un novedoso sistema de pistones enfrentados acciona un movimiento rotativo en el eje motriz, consiguiendo menor vibración y menor gasto que los motores térmicos convencionales.  THREE-TIME INTERNAL COMBUSTION ENGINE The present invention relates to a three-stroke internal combustion thermal engine; a first time of compression, a second time of combustion and expansion and a third time of sweep and cooling, which by means of a novel system of opposed pistons drives a rotary movement in the drive shaft, achieving less vibration and lower expense than conventional thermal engines .
Su campo de aplicación se encuadra en la industria de la automoción y singularmente en la industria auxiliar de motores térmicos rotativos.  Its field of application falls within the automotive industry and particularly in the auxiliary industry of rotary thermal engines.
En este sector de la técnica priman aquellos desarrollos efectivos y específicamente dedicados a la función en cuestión, que den lugar a un sistema de sencilla instalación, con bajo coste y resultados técnicamente apreciables. Las características del sistema presentado en esta invención se adaptan perfectamente a este concepto, ofreciendo al estado de la técnica una realización novedosa, simple, sencilla y de fabricación altamente económica.  In this sector of the art, those developments that are effective and specifically dedicated to the function in question prevail, giving rise to a system of simple installation, with low cost and technically appreciable results. The characteristics of the system presented in this invention are perfectly adapted to this concept, offering to the state of the art a novel, simple, simple and highly economical manufacturing realization.
Se conocen en este sector de la industria algunos modelos que no aportan al estado de la técnica las características novedosas que propone la presente invención. Así, el documento 215925 presenta un motor de combustión interna con pistones montados para describir un movimiento alternativo en los cilindros dispuestos en relación equidistante alrededor de un eje de rotación longitudinal. Este modelo documentado presenta frente a la invención propuesta los siguientes inconvenientes: Some models that do not contribute to the state of the art the novel features proposed by the present invention are known in this sector of the industry. Thus, document 215925 presents an internal combustion engine with mounted pistons to describe an alternative movement in the cylinders arranged in equidistant relation about a longitudinal axis of rotation. This documented model presents the following disadvantages to the proposed invention:
Funciona con un ciclo de cuatro tiempos por lo que necesita dos resaltos de pistón de leva por ciclo. Para el sistema de distribución emplea muchas piezas, aumentando considerablemente los rozamientos, el desgaste, los ruidos y reduciendo el rendimiento. No utiliza émbolos enfrentados dentro de un mismo cilindro. Tiene dos juegos de pistones teniendo a su vez cada juego al menos dos pistones, restringiendo la forma de trabajo a un mínimo de cuatro cilindros y siempre cilindros en número par. Tiene que tener los cilindros paralelos al eje de rotación, no puede trabajar de otra manera. Su pista tiene que tener en todo instante la superficie de contacto horizontal. No existe simetría respecto de un eje o plano perpendicular al árbol de salida. El motor en general requiere de bastantes más piezas, muchas de las cuales trabajan con rozamiento por deslizamiento, incrementando considerablemente las pérdidas y el desgaste, reduciendo a su vez la vida útil del motor. Utiliza un eje nervado o similar lo cual va a producir un rozamiento y un desgaste enormes, estos ejes están diseñados para otro tipo de aplicaciones como son cajas de cambios. Hay grandes masas en movimiento lineal, la inercia no va a su favor, en cada ciclo hay que cambiarle el sentido a todo el conjunto de émbolos más la placa de montaje cuatro veces y eso en el caso de que no utilice el sistema en el que los cilindros también se desplazan. Va a tener grandes vibraciones. Para conseguir una sobre alimentación o un mejor llenado de los cilindros necesita un turbosobrealimentador, reduciendo el rendimiento, aumentando el número de piezas y aumentando los rozamientos. No aprovecha la fuerza centrífuga en 5 la bomba inyectora ya que esta no gira con todo el conjunto. Utiliza rodillos para el contacto con la pista provocando una descompensación entre la velocidad de giro de la sección más exterior y la más interior, provocando un rozamiento importante en la pista. No puede variar la distancia radial de los cilindros al eje. No í o hay variación regulada o automática de los brazos. El motor debe ser refrigerado por agua ya que por todo lo dicho anteriormente sigue refrigerándolo por las caras exteriores al cilindro. Tiene el inconveniente de que al fabricar las placas con los émbolos, el agujero central acanalado de las placas, el bloque de cilindros y elIt works with a four-stroke cycle so it needs two cam piston lugs per cycle. For the distribution system, it uses many parts, considerably increasing friction, wear, noise and reducing performance. It does not use opposing pistons inside the same cylinder. It has two sets of pistons having in turn each set at least two pistons, restricting the way of work to a minimum of four cylinders and always cylinders in even number. It has to have the cylinders parallel to the axis of rotation, it can not work in any other way. Your track must have at all times the horizontal contact surface. There is no symmetry with respect to an axis or plane perpendicular to the output shaft. The engine in general requires many more parts, many of which work with friction by sliding, significantly increasing losses and wear, while reducing the life of the engine. It uses a ribbed shaft or similar which will produce a huge friction and wear, these axes are designed for other types of applications such as gearboxes. There are large masses in linear motion, the inertia is not in your favor, in each cycle you have to change the sense to the whole set of pistons plus the mounting plate four times and that in case you do not use the system in which the cylinders also move. You will have great vibrations To get an over feed or a better filling of the cylinders you need a turbocharger, reducing the performance, increasing the number of parts and increasing friction. The centrifugal force does not take advantage of the injector pump because it does not rotate with the whole assembly. It uses rollers for contact with the track, causing a decompensation between the turning speed of the outermost section and the innermost one, causing a significant friction in the track. The radial distance of the cylinders to the axis can not vary. There is no regulated or automatic variation of the arms. The engine must be cooled by water since, due to all the above, it continues to be cooled by the exterior faces of the cylinder. It has the disadvantage that when manufacturing the plates with the pistons, the central grooved hole of the plates, the cylinder block and the
15 eje nervado, es difícil que todo deslice a la perfección. Otro inconveniente es la dificultad para vaciar por completo los gases de la combustión. Los gases de la combustión pueden pasar al cárter y mezclarse con el aceite, necesitando por ello un sistema de retorno o reciclado. Existe rozamiento entre cilindro y émbolo y entre placas 0 y guías o eje nervado. Necesita una mayor lubricación por todo lo dicho anteriormente. 15 ribbed axis, it is difficult for everything to slide perfectly. Another drawback is the difficulty in completely emptying the combustion gases. The combustion gases can pass into the crankcase and mix with the oil, thus necessitating a return or recycling system. There is friction between cylinder and piston and between plates 0 and guides or ribbed shaft. Needs greater lubrication for everything said above.
Ante estos inconvenientes descritos, la presente invención aporta al estado de la técnica unas soluciones novedosas, sencillas y de fácil ejecución que dan como resultado las siguientes ventajas: Funciona con un ciclo de tres tiempos para el que solamente necesita un resalto por ciclo. El sistema de distribución de la presente invención, no necesita de pieza alguna ya que se realiza por medio de lumbreras las cuales abre y cierra el propio émbolo. 5 Se utilizan émbolos enfrentados dentro de un mismo cilindro. Puede funcionar con al menos un solo cilindro y cada uno funciona de forma independiente o asociándolos de la forma que más interese a la aplicación final, consiguiendo gran versatilidad. No es necesario tener los cilindros paralelos al eje de rotación, pueden tener cierta l o inclinación para reducir fuerza centrífuga o para mejorar el paso de los gases por el interior del cilindro. La superficie de la pista de rodadura puede tener un ligero peralte para reducir la fuerza centrífuga de los émbolos. Tiene una perfecta simetría, eliminando así vibraciones y pérdidas. Está construido con menos piezas,In view of these described drawbacks, the present invention brings to the state of the art novel, simple and easy-to-implement solutions that result in the following advantages: It works with a three-cycle cycle for which you only need one highlight per cycle. The distribution system of the present invention does not need any part since it is made by means of ports which open and close the plunger itself. 5 Opposed pistons are used within the same cylinder. It can work with at least one cylinder and each one works independently or associating them in the way that most interests the final application, achieving great versatility. It is not necessary to have the cylinders parallel to the axis of rotation, they may have certain inclination to reduce centrifugal force or to improve the passage of gases through the interior of the cylinder. The surface of the raceway may have a slight cant to reduce the centrifugal force of the pistons. It has a perfect symmetry, thus eliminating vibrations and losses. It is built with fewer parts,
15 especialmente aquellas que se encuentran rozando por deslizamiento. Se pueden utilizar cojinetes lineales o rodamientos, de aguja, o similares, los cuales trabajan por rozamiento de rodadura con menos pérdidas que por deslizamiento. Solamente se desplazan los émbolos y de manera separada, dos veces por ciclo 0 en lugar de cuatro como el propuesto en el documento de referencia. 15 especially those that are skimming by sliding. You can use linear bearings or bearings, needle, or similar, which work by rolling friction with less loss than by sliding. Only the pistons move and separately, twice per cycle 0 instead of four as proposed in the reference document.
La masa a la que hay que cambiarle el sentido es mucho menor, empleando en cada ciclo menos energía en el cambio de inercia. Se pueden lubricar todas las partes de forma muy sencilla. La presente invención tiene la ventaja de poder realizar la compresión de forma 5 controlada, adquiriendo la novedad de que si se colocan las lumbreras de escape un poco adelantadas a las de admisión, se puede realizar un pequeño resalte en la pista de tal manera que solamente se cerrasen las lumbreras de escape permaneciendo las lumbreras de admisión abiertas un determinado ángulo y así conseguir un mayor llenado de los cilindros, por lo que no sería necesaria la utilización de un turbosobrealimentador ya que esta función la realiza el propio movimiento del motor y el colector de escape, eliminando así el empleo de algún sistema para ayudar a la entrada de los gases del exterior llenando más el cilindro e iniciando así la compresión a una mayor presión y temperatura. Se aprovecha la fuerza centrífuga del combustible al estar girando la bomba conjuntamente con el bloque motor, necesitando de esta manera menor trabajo de bombeo. Se puede variar la distancia de los cilindros respecto al eje, incluso con el motor en funcionamiento, de forma automática o controlada, variando así el par y con ello la potencia del motor sin necesidad de abrirlo. El motor presentado en esta invención, gracias a su exclusivo sistema de refrigeración de tres o cuatro zonas podrá refrigerarse exclusivamente por aire, con todas las grandes ventajas que ello conlleva, no corrosión, menos gasto de energía en mover el fluido, no posible congelación. Otra gran ventaja es que el cilindro se puede refrigerar internamente, incluso durante la compresión y expansión, lo que nos lleva a poder refrigerar el mismo núcleo del motor tanto por dentro como por fuera consiguiendo disminuir el gradiente de temperaturas muy elevado que aparece en los motores convencionales entre las paredes del cilindro y el émbolo. Unas dilataciones más parecidas o proporcionales entre las distintas piezas permitiendo trabajar a mayores temperaturas obteniendo así una mejora muy considerable a nivel termodinámico. Se asegura la limpieza total de gases quemados para la siguiente combustión. Esta invención presenta también la ventaja de que las cabezas de los émbolos no llegan a apoyar en las paredes del cilindro reduciendo al mínimo la fricción entre ambos. Todo esto lleva a una mejora del rendimiento, reduce el desgaste, puede trabajar el motor a mayor temperatura porque no existe riesgo de gripado, no existe desgaste lateral alternativo que es uno de los principales causantes de la pérdida de compresión y en definitiva de potencia y rendimiento, lo que implica una menor necesidad de aceite y un menor consumo que el de los motores convencionales. Otra ventaja que aporta un gran avance al estado de la técnica actual es la eliminación natural de los gases quemados que en los motores convencionales pasan al cárter por los lados de los émbolos. Todos estos elementos conjugados dan lugar a un resultado final en el que se aportan características diferenciadoras significativas frente al estado de la técnica actual. Así, la invención se constituye a partir de un cárter más o menos cilindrico de acero, aluminio o material similar, orientado verticalmente, limitado en sus extremos por dos tapas sujetas solidariamente, de material similar al del cárter, la tapa superior tiene un orificio con tapón roscado y hermético para introducir el aceite en el conjunto motor. En la tapa inferior hay un segundo orificio con tapón roscado para dar salida al aceite. Un cojinete provisto de retenes está situado en el centro de cada una de las tapas del cárter, soportando entre ambos un eje hueco en toda su longitud. Un orificio, por cada cilindro descrito más adelante, que atraviesa la pared del eje se ha practicado en éste aproximadamente en el centro de su longitud. Al menos un brazo hueco está sujeto al eje solidariamente, perpendicular a éste, coincidente con el orificio antes mencionado, por el que pasa el aire para la refrigeración y mediante unas lumbreras, descritas también más adelante, situadas en el interior del brazo para la combustión y para la refrigeración interna. Un cilindro paralelo al eje atraviesa el brazo. Dos émbolos opuestos y enfrentados se mueven con movimiento axial con respecto al cilindro, por el interior de éste. En cada uno de los extremos del cilindro existe un soporte para un cojinete lineal. Cada émbolo está formado por dos partes, una primera parte preferentemente cilindrica y una segunda parte preferentemente en forma de diábolo que ejerce de cabeza del émbolo en cuyo extremo está situado al menos un segmento de compresión y al menos un segundo segmento de engrase está situado al principio de la cabeza del émbolo. La cámara de compresión se forma en la mitad del cilindro por el movimiento axial y opuesto de ambos émbolos. The mass to which the sense must be changed is much smaller, using less energy in each cycle in the change of inertia. All parts can be lubricated very easily. The present invention has the advantage of being able to perform the compression in a controlled manner, acquiring the novelty that if the Exhaust ports slightly ahead of the intake, you can make a small highlight on the track so that only the exhaust ports are closed by keeping the intake ports open a certain angle and thus achieve a greater filling of the cylinders, so it would not be necessary to use a turbocharger since this function is carried out by the movement of the engine and the exhaust manifold, thus eliminating the use of any system to help the entrance of the gases from the outside filling the cylinder more. thus initiating compression at a higher pressure and temperature. The centrifugal force of the fuel is used because the pump is rotating in conjunction with the engine block, thus requiring less pumping work. The distance of the cylinders from the axle can be varied, even with the engine running, automatically or controlled, thus varying the torque and thus the power of the engine without having to open it. The engine presented in this invention, thanks to its exclusive cooling system of three or four zones can be cooled exclusively by air, with all the great advantages that entails, no corrosion, less waste of energy in moving the fluid, not possible freezing. Another great advantage is that the cylinder can be cooled internally, even during compression and expansion, which leads us to be able to cool the same motor core both inside and outside, reducing the very high temperature gradient that appears in the engines conventional between the walls of the cylinder and the plunger. A more similar or proportional expansion between the different parts allowing work at higher temperatures thus obtaining a very considerable improvement at the thermodynamic level. The total cleaning of burned gases for the next combustion is ensured. This invention also has the advantage that the heads of the pistons do not come to rest on the walls of the cylinder, minimizing the friction between them. All this leads to an improvement in performance, reduces wear, can work the engine at higher temperature because there is no risk of seizing, there is no alternative lateral wear that is one of the main causes of loss of compression and ultimately power and performance, which implies a lower need for oil and lower consumption than conventional engines. Another advantage that brings a great advance to the current state of the art is the natural elimination of the burned gases that in the conventional engines pass to the crankcase by the sides of the pistons. All these conjugated elements give rise to a final result in which significant differentiating characteristics are provided compared to the current state of the art. Thus, the invention is constituted from a more or less cylindrical casing of steel, aluminum or similar material, oriented vertically, limited at its ends by two caps held together, similar material to the crankcase, the upper cover has a hole with Threaded and hermetic plug to introduce the oil into the motor set In the lower cover there is a second hole with screw cap to release the oil. A bearing with seals is located in the center of each of the covers of the crankcase, supporting between them a hollow shaft along its entire length. An orifice, for each cylinder described later, passing through the wall of the shaft has been practiced on it approximately in the center of its length. At least one hollow arm is attached to the shaft integrally, perpendicular to it, coinciding with the aforementioned hole, through which passes the air for cooling and through ports, also described later, located inside the arm for combustion and for internal cooling. A cylinder parallel to the shaft traverses the arm. Two opposing and opposite pistons move with axial movement with respect to the cylinder, inside the latter. At each end of the cylinder there is a support for a linear bearing. Each piston is formed by two parts, a first part preferably cylindrical and a second part preferably in the shape of a diabolo that acts as a head of the piston at the end of which at least one compression segment is located and at least a second lubrication segment is located at the end of the piston. beginning of the plunger head. The compression chamber is formed in the middle of the cylinder by the axial and opposite movement of both pistons.
En la cámara de compresión está situado un calentador y un inyector de combustible accionado por una bomba de inyección que se encuentra en el exterior de una de las tapas cárter, sujeta solidariamente a uno de los extremos del eje hueco. De la bomba inyectora sale un conducto, por cada cilindro, o uno solo común del que salen tantos conductos como inyectores tiene el motor, que proporciona combustible a los inyectores, pasando a través del hueco del eje y del orificio practicado en éste. In the compression chamber is located a heater and a fuel injector driven by an injection pump that is on the outside of one of the crankcase covers, subject jointly to one end of the hollow shaft. From the injector pump comes a duct, for each cylinder, or a single common from which come as many ducts as injectors has the engine, which provides fuel to the injectors, passing through the hole in the shaft and the hole made in it.
Una corona de acero, aluminio o material similar, se encuentra sujeta solidariamente al interior de cada tapa del cárter, cada corona tiene al menos una ondulación con los picos de altura orientados hacia el interior del cárter y en línea uno con el otro,  A crown made of steel, aluminum or similar material is held solidly inside each crankcase cover, each crown has at least one ripple with the height peaks facing the inside of the crankcase and in line with each other,
Un soporte para un sistema de rodamiento que rueda por la corona se halla situado en el extremo exterior de cada uno de los émbolos.  A support for a rolling system running on the crown is located at the outer end of each of the pistons.
Un muelle de compresión rodea la zona exterior de la parte superior de cada émbolo, con tope en el extremo del émbolo y en el extremo del cilindro, manteniendo los émbolos en la posición adecuada.  A compression spring surrounds the outer area of the upper part of each piston, with stop at the end of the piston and at the end of the cylinder, keeping the pistons in the proper position.
Una llanta de acero, aluminio o material similar, de diámetro y longitud inferior a la pared cilindrica del cárter, se encuentra sujeta solidariamente por su interior al extremo exterior del brazo que soporta el cilindro. Ambos bordes de la llanta están provisto de retenes con relación a las tapas del cárter, que dan hermeticidad al conjunto. El aire de refrigeración entra a través del eje hueco pasando por todo el brazo y rodeando el cilindro, descargando en un colector de salida situado en la pared más alejada del brazo. Al final del colector de salida del aire caliente se hallan unas aletas en número suficiente para que sean capaces de crear una depresión que succione el aire necesario para la debida refrigeración. A rim made of steel, aluminum or similar material, with a diameter and length less than the cylindrical wall of the crankcase, is held integrally by its interior to the outer end of the arm that supports the cylinder. Both edges of the rim are provided with seals in relation to the crankcase covers, which give the assembly airtightness. Cooling air enters through the hollow shaft through the entire arm and around the cylinder, discharging into an outlet manifold located on the wall farthest from the arm. At the end of the hot air outlet manifold there are fins in sufficient number to be able to create a depression that sucks the air necessary for proper cooling.
Una pieza tubular abierta longitudinalmente, cuyo interior dibuja la misma forma de las aletas, aunque con tolerancia suficiente para que éstas pasen con holgura, se encuentra sujeta solidariamente al interior de la pared cilindrica del cárter, entre éste y la llanta. Esta pieza tubular tiene una salida al exterior por donde sale el aire caliente. Entre el colector de salida y la pieza tubular se incorporan sendos retenes de contención.  A longitudinally open tubular part, the interior of which draws the same shape as the fins, although with sufficient tolerance for them to pass freely, is secured jointly to the inside of the cylindrical wall of the crankcase, between it and the rim. This tubular piece has an outlet to the outside where the hot air comes out. Between the outlet manifold and the tubular part, separate containment seals are incorporated.
Una lumbrera de admisión que parte del orificio del eje y se divide en dos cuerpos dirigidos cada uno de ellos a los extremos del cilindro, dirige el aire que se necesita para la combustión. Una segunda lumbrera de escape formada por dos cuerpos que salen cada uno de ellos de los extremos del cilindro se unen en un solo cuerpo que forma un colector de escape que conecta con una segunda pieza tubular, por la que también pasan por su interior unas aletas de la misma forma, sujeción y situación que las descritas para la salida del aire caliente. Esta pieza tubular tiene una salida al exterior por donde salen los gases de escape.  An intake port that starts from the hole in the shaft and divides into two bodies, each directed to the ends of the cylinder, directs the air needed for combustion. A second exhaust port formed by two bodies that leave each of them from the ends of the cylinder join in a single body that forms an exhaust manifold that connects with a second tubular piece, through which fins also pass through its interior in the same way, subject and situation described for the hot air outlet. This tubular part has an outlet to the outside where the exhaust gases exit.
El funcionamiento del motor comienza con la acción de un motor de arranque que inicia el giro del eje motriz. Los mecanismos de rodamientos de los émbolos se desplazan por las coronas hasta llegar al principio de las rampas de las ondulaciones, empezando en este momento el tiempo de compresión del aire que ha entrado por las lumbreras de admisión. En este momento comienza a circular aire fresco por los laterales del émbolo y los extremos del cilindro, permitiendo la refrigeración de éstos y barriendo por el colector de escape cualquier partícula procedente de la cámara de combustión que superase los segmentos de combustión. Cuando los émbolos llegan a los picos de las ondulaciones, el aire se encuentra en su máxima compresión adquiriendo la temperatura y presión suficiente para hacer explotar el combustible inyectado, en este instante se inicia el tiempo de combustión y expansión. Dicho tiempo concluye cuando los émbolos alcanzan los finales de las rampas de ondulación, empezando en este instante el tercer tiempo de barrido y refrigeración. Aquí concluye la refrigeración de los extremos del cilindro y de la cabeza del émbolo. Durante este tiempo los émbolos se encuentran en su posición de máxima abertura, permitiendo así circular el aire a través del cilindro. De esta manera se expulsa el aire de la combustión, se refrigera y se renueva el aire para el siguiente ciclo que empieza cuando los émbolos llegan al principio de las rampas de subida de las ondulaciones de las coronas. Consiguiendo así transformar el movimiento lineal de los émbolos en movimiento giratorio del eje motriz. The operation of the engine begins with the action of a starter motor that initiates the rotation of the drive shaft. The piston bearings move through the crowns until they reach the beginning of the corrugation ramps, starting at this time the compression time of the air that has entered through the intake ports. At this time fresh air begins to circulate through the sides of the piston and the ends of the cylinder, allowing the cooling of these and sweeping through the exhaust manifold any particle from the combustion chamber that exceeds the combustion segments. When the pistons reach the peaks of the undulations, the air is at its maximum compression, acquiring enough temperature and pressure to explode the injected fuel, at this moment the combustion and expansion time begins. This time ends when the pistons reach the ends of the undulation ramps, starting at this moment the third time of sweep and cooling. This concludes the cooling of the ends of the cylinder and the plunger head. During this time the pistons are in their maximum opening position, thus allowing air to circulate through the cylinder. In this way the combustion air is expelled, cooled and the air is renewed for the next cycle that starts when the pistons reach the beginning of the ramps of rise of the corrugations of the crowns. In this way, the linear movement of the pistons is transformed into a rotary movement of the drive shaft.
En una realización diferente en lugar de un solo cilindro con dos émbolos enfrentados en la misma dirección hay dos cilindros conectados por un extremo donde se forma la cámara de combustión, estando cada uno de los cilindros inclinados con respecto al otro. In a different embodiment instead of a single cylinder with two pistons facing in the same direction there are two cylinders connected by one end where the chamber is formed. combustion, each cylinder being inclined with respect to the other.
De forma distinta la conexión de los brazos al orificio del eje hueco está formada por dos partes con relación telescópica. En este caso, las coronas con ondulación tienen la anchura adecuada a la distancia recorrida en la relación telescópica In a different way, the connection of the arms to the hole of the hollow shaft is formed by two parts in telescopic relation. In this case, the crowns with corrugation have the appropriate width to the distance traveled in the telescopic relation
Alternativamente en lugar de una bomba de inyección única cada uno de los cilindros dispone de una bomba de inyección independiente En otra realización distinta para utilizar el motor como motor de explosión en el centro del cilindro junto al inyector incorpora un acoplamiento para una bujía. Alternatively, instead of a single injection pump, each of the cylinders has an independent injection pump. In another embodiment for using the engine as an explosion engine in the center of the cylinder, next to the injector, it incorporates a coupling for a spark plug.
De forma diferente en el interior del tubo hueco se incorpora un compresor de aire para ventilación forzada. De forma diferente las coronas con ondulación están peraltadas. A compressor for forced ventilation is incorporated differently inside the hollow tube. In a different way crowns with ripples are banked.
En otra realización diferente el eje y brazos son macizos, con los conductos de aireación situados por el exterior In another different embodiment, the shaft and arms are solid, with the ventilation ducts located on the outside
Distintamente el hueco del eje tiene una pared obturadora aproximadamente en el centro de su longitud, utilizando una entrada para el aire de refrigeración y la otra para el aire de la combustión. De forma diferente el eje admite el aire para el ciclo y para la refrigeración por ambos extremos pero por conductos diferentes. Differently the hollow of the shaft has a sealing wall approximately in the center of its length, using one inlet for the cooling air and the other for the combustion air. Differently the shaft admits the air for the cycle and for cooling at both ends but through different conduits.
De forma distinta el sistema de rodamiento de los émbolos, son sustituidos por sistemas de deslizamientos. De forma diferente se encuentra un pequeño resalte en la rampa de la ondulación de las coronas, antes de iniciar el tiempo de compresión y así cerrar sólo las lumbreras de escape, consiguiendo un mayor llenado de los cilindros. In a different way, the bearing system of the pistons are replaced by sliding systems. Differently there is a small projection on the ramp of the corrugation, before starting the compression time and thus close only the exhaust ports, achieving a greater filling of the cylinders.
De forma alternativa la lubricación se consigue con un circuito cerrado de presión, provisto de un depósito exterior y un compresor que envía el aceite a presión al conjunto motor. Alternatively, lubrication is achieved with a closed pressure circuit, provided with an external reservoir and a compressor that sends the pressurized oil to the motor assembly.
En otra realización diferente el cárter y el eje están orientados horizontalmente o inclinados. In another different embodiment, the crankcase and the shaft are oriented horizontally or inclined.
De forma diferente las coronas con ondulación están sujetas solidariamente al eje y los cilindros permanecen sujetos solidariamente al cárter, por lo que los cilindros no tienen movimiento giratorio, haciendo girar las coronas solidarias al eje. Differently, the crowns with corrugation are held solidly to the shaft and the cylinders remain attached to the casing integrally, so that the cylinders have no rotary movement, rotating the crowns integral with the shaft.
En una realización diferente a las anteriores el sistema de desplazamiento lineal del émbolo está formado por una jaula de rodamientos. En realización diferente a las anteriores a la cabeza del émbolo se le practican ranuras para aumentar el flujo del aire, reducir la masa del émbolo y aumentar la refrigeración. In a different embodiment from the previous ones, the linear displacement system of the piston is formed by a bearing cage. In a different embodiment from the previous ones to the head of the piston, slots are made to increase the air flow, reduce the mass of the piston and increase the cooling.
En realización diferente se alimenta el motor mediante 5 carburador In a different embodiment the motor is fed by means of a carburetor
En realización diferente la bomba es externa y se utiliza una junta rotatoria de presión. In a different embodiment, the pump is external and a rotary pressure joint is used.
En realización diferente la llanta lleva otro tipo de junta como por ejemplo fluido mecánico y se utilizan dichas juntas como medio de í o recirculación del aceite o del aire en el interior del cárter. In a different embodiment, the rim carries another type of gasket such as mechanical fluid and said gaskets are used as means of recirculating the oil or air inside the crankcase.
En realización diferente hay dos lumbreras de admisión y dos de escape separadas. Dichas lumbreras pueden situarse de tres formas, según convenga: In a different embodiment there are two intake ports and two separate exhaust ports. These luminaries can be placed in three ways, as appropriate:
1o A la misma altura 1 o At the same height
15 2o Las de escape adelantadas a las de admisión 15 2 o Exhaust in advance of admission
3o Las de admisión adelantadas a las de escape. 3 o Those of admission ahead of those of escape.
En realización diferente se utiliza una palometa o sistema de estrangulación del aire para regular la admisión. In a different embodiment, a palometa or air strangulation system is used to regulate the intake.
En realización diferente la admisión del aire se realiza sólo por un 0 extremo del cilindro y el escape por el opuesto. En realización diferente las lumbreras se encuentran direccionadas para obtener el adecuado flujo del aire. In a different embodiment the air intake is carried out only by one end of the cylinder and the exhaust by the opposite one. In a different embodiment the ports are directed to obtain the adequate air flow.
En realización diferente la superficie más exterior de las cabezas de los émbolos tienen una geometría especial para mejorar la entrada y salida de los gases de combustión. In a different embodiment, the outermost surface of the heads of the pistons have a special geometry to improve the entry and exit of the combustion gases.
En realización diferente el pie del émbolo está provisto de un sistema de seguimiento de pista de leva prisionero con lo que no hace falta, en principio, el muelle de compresión. In a different embodiment, the foot of the piston is provided with a tracking system for a cam track, which does not require, in principle, the compression spring.
En realización diferente el pié del émbolo está provisto de cojinetes o rodamientos que tienen la superficie exterior tronco cónica para reducir rodamientos. In a different embodiment, the foot of the piston is provided with bearings or bearings having the conical trunk outer surface for reducing bearings.
En realización diferente el cilindro tiene aletas en su parte externa para aumentar la refrigeración. In a different embodiment, the cylinder has fins on its external part to increase cooling.
Para una mejor comprensión de esta memoria descriptiva se acompañan unos dibujos que a modo de ejemplo no limitativo, describen una realización preferida de la invención: For a better understanding of this specification, some drawings are attached which, by way of non-limiting example, describe a preferred embodiment of the invention:
Figura 1.- Perspectiva Figure 1.- Perspective
Figura 2.- Sección de Alzado  Figure 2.- Elevation Section
Figura 3.- Sección de planta  Figure 3.- Plant section
En dichas figuras se destacan los siguientes elementos numerados:  In these figures the following numbered elements stand out:
1.- Cárter cilindrico 2. - Tapas del cárter 1.- Cylindrical housing 2. - Crankcase covers
3. - Cojinetes  3. - Bearings
4. - Eje hueco  4. - Hollow shaft
5. - Orificios en el eje hueco  5. - Holes in the hollow shaft
6. - Brazos  6. - Arms
7. - Lumbreras de admisión  7. - Admission louvres
8. - Cilindros  8. - Cylinders
9. - Soporte para cojinete lineal  9. - Support for linear bearing
10. - Cojinete lineal  10. - Linear bearing
1 1. - Cuerpo del émbolo  1 1. - Plunger body
12. - Cabeza del émbolo  12. - Plunger head
13. - Segmento de compresión  13. - Compression segment
14. - Segmento de engrase  14. - Lubrication segment
15. - Cámara de compresión  15. - Compression chamber
16. - Calentador  16. - Heater
17. - Inyector  17. - Injector
18. - Bomba de inyección  18. - Injection pump
19. - Conductos del combustible  19. - Fuel pipes
20. - Coronas  20. - Crowns
21. - Ondulaciones  21. - Ripples
22. - Picos de altura de las ondulaciones 22. - Rising height peaks
23. - Soporte para sistema de rodamiento23. - Support for bearing system
24. - muelle 24. - pier
25. - Llanta  25. - Rim
26. - Colector de refrigeración 27. - Aletas 26. - Cooling manifold 27. - Fins
28. - Pieza tubular del aire caliente  28. - Tubular piece of hot air
29. - Salida al exterior del aire caliente  29. - Exit to the outside of the hot air
30. - Lumbrera de escape  30. - Exhaust port
5 31.- Colector de escape de gases  5 31.- Gas exhaust manifold
32. - Tapón de entrada de aceite  32. - Oil inlet plug
33. - Tapón de salida de aceite  33. - Oil outlet plug
34. - Retenes en la llanta  34. - Seals on the rim
35. - Retenes de contención  35. - Containment seals
í o 36.- Pieza tubular de gases de escape í o 36.- Tubular piece of exhaust gases
37 - Salida al exterior de gases de escape  37 - Exhaust gas outlet
Una realización preferida de la invención propuesta, se constituye a partir de un cárter cilindrico (1) de acero, aluminio o material similar, limitado en sus extremos por dos tapas (2) sujetas A preferred embodiment of the proposed invention is constituted from a cylindrical casing (1) of steel, aluminum or similar material, limited at its ends by two lids (2) fastened
15 solidariamente al cárter, del mismo material, que incorporan cada una de ellas en sus centros geométricos sendos rodamientos (3), soportando entre ambos rodamientos (3) un eje hueco (4) en toda su longitud. Dos orificios (5) que atraviesan la pared del eje (4) se han practicado en éste, aproximadamente en el centro de su longitud. 0 Dos brazos (6) huecos están sujetos solidariamente, perpendiculares al eje (4), coincidente con los orificios (5) antes mencionados, por los que pasa el aire para la refrigeración y mediante unas lumbreras (7), descritas también más adelante, situadas en el interior de los brazos (6) para la combustión. Un cilindro (8) paralelo al eje (4) 5 atraviesa cada uno de los brazos (6). Dos émbolos formados por dos partes (11 y 12) opuestos y enfrentados se mueven en cada cilindro (8) con movimiento axial con respecto éste, por su interior. En cada uno de los extremos de cada cilindro (8) existe un soporte (9) para un cojinete lineal (10) por el que se desliza el émbolo (11 y 12). El émbolo (11 y 12) está formado por dos partes, una primera parte (11) cilindrica y una segunda parte en forma de diábolo que ejerce de cabeza (12) en cuyo extremo está situado un segmento de compresión (13) y un segundo segmento de engrase (14) al principio de la cabeza (12) del émbolo. La cámara de compresión (15) se forma en la mitad del cilindro (8) por el movimiento axial y opuesto de ambos émbolos. 15 integrally with the crankcase, of the same material, each one of them incorporating geometric bearings two bearings (3), supporting between both bearings (3) a hollow shaft (4) along its entire length. Two orifices (5) passing through the wall of the shaft (4) have been practiced therein, approximately in the center of its length. 0 Two hollow arms (6) are held together, perpendicular to the axis (4), coinciding with the holes (5) mentioned above, through which the air passes for cooling and through ports (7), also described later, located inside the arms (6) for combustion. A cylinder (8) parallel to the axis (4) 5 passes through each of the arms (6). Two pistons formed by two opposite parts (11 and 12) move in each cylinder (8) with axial movement with respect thereto, by its interior. At each end of each cylinder (8) there is a support (9) for a linear bearing (10) through which the plunger (11 and 12) slides. The plunger (11 and 12) is formed by two parts, a first part (11) cylindrical and a second part in the form of a diabolo that exerts a head (12) at the end of which is located a compression segment (13) and a second lubrication segment (14) at the beginning of the head (12) of the piston. The compression chamber (15) is formed in the middle of the cylinder (8) by the axial and opposite movement of both pistons.
En la cámara de compresión (15) está situado un calentador (16) y un inyector (17) de combustible accionado por una bomba de inyección (18) que se encuentra en el exterior de una de las tapas del cárter (2), sujeta solidariamente a uno de los extremos del eje hueco (4). De la bomba inyectora (18) sale un conducto (19), por cada cilindro (8), que proporciona combustible a los inyectores (17), pasando a través del hueco del eje (4) y de los orificios (5) practicados en éste.  In the compression chamber (15) is located a heater (16) and a fuel injector (17) driven by an injection pump (18) which is on the outside of one of the covers of the crankcase (2), subject solidariamente to one of the ends of the hollow shaft (4). From the injection pump (18) a duct (19), for each cylinder (8), which provides fuel to the injectors (17), passing through the hollow shaft (4) and the holes (5) made in this.
En la zona interior de cada una de las tapas (2) del cárter In the inner area of each of the covers (2) of the crankcase
(1), sujetas solidariamente, se encuentran sendas coronas (20) de acero, aluminio o material similar, que incorporan una ondulación (21), cada una de ellas, orientados sus picos de altura (22) hacia el interior del cárter (1) y en situación coincidente el uno con el otro. Un soporte para un sistema de rodamiento (23) que rueda por las coronas (20) se halla situado en el extremo exterior de cada uno de los émbolos (11 y 12). (1), held together, are two crowns (20) of steel, aluminum or similar material, which incorporate a ripple (21), each of them, oriented their peaks of height (22) to the interior of the crankcase (1 ) and in a situation that coincides with each other. A support for a bearing system (23) that rolls on the crowns (20) is located at the outer end of each of the pistons (11 and 12).
Un muelle de compresión (24) rodea la zona exterior de la parte superior de cada embolo con tope en el extremo del émbolo y en el extremo del cilindro (8), manteniendo los émbolos en la posición adecuada.  A compression spring (24) surrounds the outer area of the upper part of each plunger with stop at the end of the plunger and at the end of the cylinder (8), keeping the plungers in the proper position.
Una llanta de acero (25) de diámetro y longitud inferior a la pared cilindrica del cárter (1), se encuentra sujeta solidariamente por su interior al exterior de los brazos (6) que soportan los cilindros (8). En ambos bordes de la llanta (25) se incorporan sendos retenes (34) que dan hermeticidad al conjunto. El aire de refrigeración entra a través del eje hueco (4) pasando por todos los brazos (6) y rodeando los cilindros (8), descargando en un colector de salida (26) situado en la pared más alejada de cada brazo (6).  A steel rim (25) of diameter and length less than the cylindrical wall of the crankcase (1), is held solidly by its interior to the outside of the arms (6) that support the cylinders (8). In both edges of the rim (25) are incorporated separate detents (34) that give tightness to the whole. The cooling air enters through the hollow shaft (4) passing through all the arms (6) and surrounding the cylinders (8), unloading in an exit manifold (26) located in the furthest wall of each arm (6) .
Al final del colector de salida del aire caliente (26) se hallan unas aletas (27) en número suficiente para que sean capaces de crear una depresión que succione el aire necesario para la debida refrigeración, sujeto solidariamente al exterior de la llanta (25).  At the end of the hot air outlet manifold (26) there are fins (27) in sufficient number to be able to create a vacuum that sucks the air necessary for proper cooling, attached to the outside of the rim (25) .
Una primera pieza tubular (28) abierta longitudinalmente, de la misma forma interior de las aletas (27), con tolerancia suficiente para que éstas pasen con holgura por su interior, se encuentra sujeta solidariamente al interior de la pared cilindrica del cárter (1), entre éste y la llanta (25). Esta primera pieza tubular (28) tiene una salida al exterior (29) por donde sale el aire caliente. Entre el colector de salida (26) y la pieza tubular (28) se incorporan sendos retenes de contención (35). A first longitudinally open tubular part (28), of the same internal shape of the fins (27), with sufficient tolerance for them to pass freely through its interior, is held together to the inside of the cylindrical wall of the crankcase (1) , between it and the rim (25). This first tubular piece (28) has an outlet to the outside (29) through which hot air exits. Between the outlet manifold (26) and the tubular part (28) separate containment retainers (35) are incorporated.
Una lumbrera de admisión (7) que parte de los orificios del eje (4) y se divide en dos cuerpos dirigidos cada uno de ellos a los 5 extremos de cada cilindro (8), dirige el aire que se necesita para la combustión. Y una segunda lumbrera de escape (30) formada por dos cuerpos que salen cada uno de ellos de los extremos de cada cilindro (8) y se unen en un solo conducto que forma un colector de escape (31) que conecta con una segunda pieza tubular (36), de la í o misma forma, sujeción, y situación que la descrita para la salida del aire caliente. Esta pieza tubular (36) tiene una salida al exterior (37) por donde salen los gases de escape.  An intake port (7) that starts from the orifices of the shaft (4) and divides into two bodies each directed to the 5 ends of each cylinder (8), directs the air that is needed for combustion. And a second exhaust port (30) formed by two bodies that exit each of them from the ends of each cylinder (8) and join in a single conduit that forms an exhaust manifold (31) that connects with a second piece tubular (36), of the same shape, subjection, and situation described for the hot air outlet. This tubular piece (36) has an outlet to the outside (37) through which the exhaust gases exit.
Un orificio con tapón roscado (32) y hermético se encuentra en la tapa superior del cárter (2) para introducir el aceite en el 15 conjunto motor. Un segundo orificio con tapón roscado (33) y hermético se encuentra en la tapa inferior del cárter (2) para proceder a sacar el aceite. 0  A hole with threaded plug (32) and hermetic is found in the upper cover of the crankcase (2) to introduce the oil into the motor assembly. A second hole with threaded plug (33) and airtight is found in the lower cover of the crankcase (2) to proceed to remove the oil. 0
5 5

Claims

REIVINDICACIONES
1.- Motor de combustión interna de tres tiempos, un primer tiempo de compresión, un segundo tiempo de combustión y expansión y un tercer tiempo de barrido y refrigeración, constituido a partir de un cárter cilindrico de acero, aluminio o material similar, limitado en sus extremos por dos tapas sujetas solidariamente, de material similar al del cárter. Un cojinete provisto de retenes está situado en el centro de cada una de las tapas del cárter, soportando entre ambos un eje hueco en toda su longitud caracterizado porque un orificio, por cada cilindro descrito más adelante, que atraviesa la pared del eje se ha practicado en éste aproximadamente en el centro de su longitud,  1.- Three-stroke internal combustion engine, a first compression time, a second combustion and expansion time and a third time of sweep and cooling, constituted by a cylindrical casing made of steel, aluminum or similar material, limited in its ends by two lids held together, of material similar to that of the crankcase. A bearing fitted with seals is located in the center of each of the covers of the crankcase, supporting between them a hollow shaft in its entire length characterized in that an orifice, for each cylinder described later, passing through the wall of the shaft has been made in it approximately in the center of its length,
2. - Motor de combustión interna de tres tiempos según reivindicación 1 , caracterizado porque al menos un brazo hueco está sujeto al eje solidariamente, perpendicular a éste, coincidente con el orificio antes mencionado, por el que pasa el aire para la refrigeración y mediante unas lumbreras, descritas también más adelante, situadas en el interior del brazo pasa el aire para la combustión.  2. - Three-stroke internal combustion engine according to claim 1, characterized in that at least one hollow arm is attached to the shaft integrally, perpendicular to it, coinciding with the aforementioned hole, through which the air passes for cooling and by means of ports, also described later, located inside the arm passes air for combustion.
3. - Motor de combustión interna de tres tiempos según reivindicaciones 1 y 2, caracterizado porque un cilindro paralelo al eje atraviesa el brazo. 3. - Three-stroke internal combustion engine according to claims 1 and 2, characterized in that a cylinder parallel to the shaft passes through the arm.
4.- Motor de combustión interna de tres tiempos según reivindicaciones 1 a 3, caracterizado porque dos émbolos opuestos y enfrentados se mueven con movimiento axial con respecto al cilindro, por el interior de éste. 4. Three-stroke internal combustion engine according to claims 1 to 3, characterized in that two opposed and facing pistons move with axial movement with respect to the cylinder, inside the latter.
5.- Motor de combustión interna de tres tiempos según reivindicaciones 1 a 4, caracterizado porque un sistema de desplazamiento lineal de los émbolos se encuentra en cada uno de los extremos del cilindro.  5. Three-stroke internal combustion engine according to claims 1 to 4, characterized in that a linear displacement system of the pistons is located at each end of the cylinder.
6. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 5, caracterizado porque cada émbolo está formado por dos partes, una primera parte preferentemente cilindrica y una segunda parte preferentemente en forma de diábolo que ejerce de cabeza del émbolo en cuyo extremo está situado al menos un segmento de compresión y al menos un segundo segmento de engrase está situado al principio de la cabeza del émbolo.  6. - Three-stroke internal combustion engine according to claims 1 to 5, characterized in that each piston is formed by two parts, a first part preferably cylindrical and a second part preferably in the form of diabolo that exerts the head of the piston at the end of which is located at least one compression segment and at least one second lubrication segment is located at the beginning of the plunger head.
7. - Motor de Combustión interna de tres tiempos según reivindicaciones 1 a 6, caracterizado porque la cámara de combustión se forma en la mitad del cilindro por el movimiento axial y opuesto de ambos émbolos.  7. - Three-stroke internal combustion engine according to claims 1 to 6, characterized in that the combustion chamber is formed in the middle of the cylinder by the axial and opposite movement of both pistons.
8. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 7, caracterizado porque en la cámara de compresión está situado un calentador o bujía y un inyector de combustible accionado por una bomba de inyección que se encuentra en el exterior de una de las tapas del cárter, sujeta solidariamente a uno de los extremos del eje hueco. 8. - Three-stroke internal combustion engine according to claims 1 to 7, characterized in that a heater or spark plug and a fuel injector driven by an injection pump are located in the compression chamber. located on the outside of one of the covers of the crankcase, clamped together to one end of the hollow shaft.
9. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 8, caracterizado porque una corona de acero, aluminio o material similar, se encuentra sujeta solidariamente al interior de cada tapa del cárter, y porque cada corona tiene al menos una ondulación con los picos de altura orientados hacia el interior del cárter y en línea uno con el otro.  9. - Three-stroke internal combustion engine according to claims 1 to 8, characterized in that a crown of steel, aluminum or similar material, is held together to the inside of each cap of the crankcase, and because each crown has at least one corrugation with the height peaks facing the inside of the crankcase and in line with each other.
10. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 9, caracterizado porque un soporte para un sistema de rodamiento que rueda por la corona o un sistema de deslizamiento se halla situado en el extremo exterior de cada uno de los émbolos.  10. - Three-stroke internal combustion engine according to claims 1 to 9, characterized in that a support for a rolling system that rolls on the crown or a sliding system is located at the outer end of each of the pistons.
11. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 10, caracterizado porque un muelle de compresión rodea la zona exterior de la parte superior de cada embolo, con tope en el extremo del émbolo y en el extremo del cilindro, manteniendo los émbolos en la posición adecuada.  11. - Three-stroke internal combustion engine according to claims 1 to 10, characterized in that a compression spring surrounds the outer area of the upper part of each piston, with stop at the end of the piston and at the end of the cylinder, keeping the pistons in the proper position.
12. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 11 , caracterizado porque una llanta de acero, aluminio o material similar, de diámetro y longitud inferior a la pared cilindrica del cárter, se encuentra sujeta solidariamente por su interior al extremo exterior del brazo que soporta el cilindro.  12. - Three-stroke internal combustion engine according to claims 1 to 11, characterized in that a rim of steel, aluminum or similar material, of diameter and length less than the cylindrical wall of the crankcase, is held together by its interior to the outer end of the arm that supports the cylinder.
13. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 12, caracterizado porque ambos bordes de la  13. - Three-stroke internal combustion engine according to claims 1 to 12, characterized in that both edges of the
HOJA DE REEMPLAZO (Regla 26) llanta están provisto de retenes o juntas fluido mecánicas con relación a las tapas del cárter, que dan hermeticidad al conjunto. SUBMISSION SHEET (Rule 26) rims are provided with mechanical fluid seals or gaskets in relation to the crankcase covers, which give the assembly airtightness.
14. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 13, caracterizado porque el aire de refrigeración 14. - Three-stroke internal combustion engine according to claims 1 to 13, characterized in that the cooling air
5 entra a través del eje hueco pasando por todo el brazo y rodeando el cilindro, descargando en un colector de salida situado en la pared más alejada del brazo. 5 enters through the hollow shaft through the entire arm and surrounding the cylinder, discharging into an outlet collector located on the wall furthest from the arm.
15. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 14, caracterizado porque unas aletas se hallan í o al final del colector de salida del aire caliente, en número suficiente para que sean capaces de crear una depresión que succione el aire necesario para la debida refrigeración.  15. - Three-stroke internal combustion engine according to claims 1 to 14, characterized in that fins are located at the end of the hot air outlet manifold, in sufficient number to be able to create a vacuum that sucks the necessary air for proper cooling.
16. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 15, caracterizado porque una pieza tubular 16. - Three-stroke internal combustion engine according to claims 1 to 15, characterized in that a tubular piece
15 abierta longitudinalmente, cuyo interior dibuja la misma forma de las aletas, aunque con tolerancia suficiente para que éstas pasen con holgura, se encuentra sujeta solidariamente al interior de la pared cilindrica del cárter, entre éste y la llanta y porque esta pieza tubular tiene una salida al exterior por donde sale el aire caliente.15 open longitudinally, whose interior draws the same shape of the fins, but with sufficient tolerance for them to pass with clearance, is held together to the inside of the cylindrical wall of the crankcase, between it and the rim and because this tubular piece has a exit to the outside where the hot air comes out.
0 17.- Motor de combustión interna de tres tiempos según reivindicaciones 1 a 16, caracterizado porque una lumbrera de admisión que parte del orificio del eje y se divide en dos cuerpos dirigidos cada uno de ellos a los extremos del cilindro.  17. 17. Three-stroke internal combustion engine according to claims 1 to 16, characterized in that an intake port that starts from the hole of the shaft and divides into two bodies each directed to the ends of the cylinder.
18.- Motor de combustión interna de tres tiempos según 5 reivindicaciones 1 a 17, caracterizado porque una segunda lumbrera  18. Three-stroke internal combustion engine according to claims 1 to 17, characterized in that a second port
HOJA DE REEMPLAZO (Regla 26) de escape formada por dos cuerpos que salen cada uno de ellos de los extremos del cilindro se unen en un solo cuerpo que forma un colector de escape que conecta a su vez con una segunda pieza tubular, por la que también pasan por su interior unas aletas de la 5 misma forma, sujeción y situación que las descritas para la salida del aire caliente. SUBMISSION SHEET (Rule 26) Exhaust formed by two bodies that leave each of them from the ends of the cylinder are joined in a single body that forms an exhaust manifold that in turn connects with a second tubular piece, through which fins also pass through its interior of the same form, subject and situation as those described for the exit of hot air.
19. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 18, caracterizado porque en lugar de un solo cilindro con dos émbolos enfrentados en la misma dirección hay dos í o cilindros conectados por un extremo donde se forma la cámara de combustión, estando cada uno de los cilindros inclinados con respecto al otro.  19. Three-stroke internal combustion engine according to claims 1 to 18, characterized in that instead of a single cylinder with two pistons facing in the same direction there are two cylinders connected by an end where the combustion chamber is formed, each of the cylinders inclined with respect to each other.
20. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 19, caracterizado porque la conexión de los20. - Three-stroke internal combustion engine according to claims 1 to 19, characterized in that the connection of the
15 brazos al orificio del eje hueco está formada por dos partes con relación telescópica. 15 arms to the hole of the hollow shaft is formed by two parts in telescopic relation.
21. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 20, caracterizado porque las coronas con ondulación están peraltadas. 21. - Three-stroke internal combustion engine according to claims 1 to 20, characterized in that the crowns with corrugation are banked.
20 22.- Motor de combustión interna de tres tiempos según reivindicaciones 1 a 21 , caracterizado porque el hueco del eje tiene una pared obturadora aproximadamente en el centro de su longitud, 22.- Three-stroke internal combustion engine according to claims 1 to 21, characterized in that the hollow of the shaft has a sealing wall approximately in the center of its length,
HOJA DE REEMPLAZO (Regla 26) utilizando una entrada para el aire de refrigeración y la otra para el aire de la combustión. SUBMISSION SHEET (Rule 26) using one input for the cooling air and the other for the combustion air.
23. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 22, caracterizado porque se encuentra un23. - Three-stroke internal combustion engine according to claims 1 to 22, characterized in that a
5 pequeño resalte en la rampa de la ondulación de las coronas, antes de iniciar el tiempo de compresión. 5 small projection on the ramp of the corrugation of the crowns, before starting the compression time.
24. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 23, caracterizado porque en una realización diferente la lubricación se consigue con un circuito cerrado de í o presión, provisto de un depósito exterior y un compresor que envía el aceite a presión al conjunto motor. 24. - Three-stroke internal combustion engine according to claims 1 to 23, characterized in that in a different embodiment the lubrication is achieved with a closed circuit of I or pressure, provided with an external tank and a compressor that sends the oil under pressure to the motor set
25. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 24, caracterizado porque en una realización diferente las coronas con ondulación están sujetas solidariamente al25. - Three-stroke internal combustion engine according to claims 1 to 24, characterized in that in a different embodiment crowns with corrugation are held together to the
15 eje y los cilindros permanecen sujetos solidariamente al cárter, por lo que los cilindros no tienen movimiento giratorio, haciendo girar las coronas solidarias al eje. The axle and the cylinders remain attached to the crankcase integrally, so that the cylinders have no rotary movement, rotating the crowns integral with the shaft.
26. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 25, caracterizado porque en realización0 diferente se alimenta el motor mediante carburador. 26. - Three-stroke internal combustion engine according to claims 1 to 25, characterized in that in different embodiment 0 the engine is fed by carburetor.
27. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 26, caracterizado porque en realización 27. - Three-stroke internal combustion engine according to claims 1 to 26, characterized in that in embodiment
HOJA DE REEMPLAZO (Regla 26) diferente hay dos lumbreras de admisión y dos de escape separadas. Dichas lumbreras pueden situarse de tres formas, según convenga: SUBMISSION SHEET (Rule 26) different there are two intake ports and two separate exhaust ports. These luminaries can be placed in three ways, as appropriate:
1o A la misma altura 2o Las de escape adelantadas a las de admisión 1 o At the same height 2 o Exhaust vents ahead of admission
3o Las de admisión adelantadas a las de escape. 3 o Those of admission ahead of those of escape.
28. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 27, caracterizado porque en realización diferente se utiliza una palometa o sistema de estrangulación del aire. 28. - Three-stroke internal combustion engine according to claims 1 to 27, characterized in that a palometa or air throttling system is used in a different embodiment.
29. - Motor de combustión interna de tres tiempos según reivindicaciones 1 a 28, caracterizado porque en realización diferente la admisión del aire se realiza sólo por un extremo del cilindro y el escape por el opuesto. 29. - Three-stroke internal combustion engine according to claims 1 to 28, characterized in that in a different embodiment the air intake is carried out only by one end of the cylinder and the exhaust by the opposite.
HOJA DE REEMPLAZO (Regla 26) SUBMISSION SHEET (Rule 26)
PCT/ES2012/000042 2011-02-25 2012-02-23 Three-stroke internal combustion engine WO2012113949A1 (en)

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US1389873A (en) * 1919-09-09 1921-09-06 Hult Carl Alrik Four-cycle internal-combustion engine
US1788140A (en) * 1928-04-19 1931-01-06 Packard Motor Car Co Internal-combustion engine
GB344902A (en) * 1929-02-20 1931-03-13 Crankless Engines Ltd Improvements in internal combustion engines
FR2079555A5 (en) * 1970-02-05 1971-11-12 Henry Max
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WO2015062673A1 (en) 2013-11-04 2015-05-07 Innengine, S.L. Internal combustion engine
US10267225B2 (en) 2013-11-04 2019-04-23 Innengine, S.L. Internal combustion engine

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