WO2012113949A1 - Moteur à combustion interne à trois temps - Google Patents

Moteur à combustion interne à trois temps 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
Authority
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
English (en)
Spanish (es)
Inventor
Juàn GARRIDO REQUENA
Original Assignee
Garrido Requena Juan
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Garrido Requena Juan filed Critical Garrido Requena Juan
Publication of WO2012113949A1 publication Critical patent/WO2012113949A1/fr

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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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un moteur à combustion interne à trois temps composé d'un carter cylindrique comprenant deux capuchons, un axe creux, un orifice traversant la paroi de l'axe pour chaque cylindre, un bras avec un cylindre, deux pistons opposés et se faisant face, dotés d'un support pour un palier linéaire, et une chambre. Dans les capuchons du carter se trouvent respectivement les couronnes présentant chacune une ondulation. Un support pour roulement se trouve à l'extrémité extérieure de chacun des pistons. Un ressort de compression maintient les pistons dans la position adéquate. Un bandage en acier présentant des éléments de retenue est relié de façon solidaire au bras. Le collecteur de sortie d'air chaud est formé d'ailettes fixées au bandage, qui passent par l'intérieur d'une pièce tubulaire. L'air entre par des lumières et sort par des collecteurs.
PCT/ES2012/000042 2011-02-25 2012-02-23 Moteur à combustion interne à trois temps WO2012113949A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES201100214 2011-02-25
ESP201100214 2011-02-25

Publications (1)

Publication Number Publication Date
WO2012113949A1 true WO2012113949A1 (fr) 2012-08-30

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015062673A1 (fr) 2013-11-04 2015-05-07 Innengine, S.L. Moteur à combustion interne

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (fr) * 1970-02-05 1971-11-12 Henry Max
FR2172655A5 (fr) * 1972-02-14 1973-09-28 Wacker Manfred
ES2159325T3 (es) * 1994-12-02 2001-10-01 Advanced Engine Tech Pty Ltd Motor rotativo de piston axial.
US6619244B1 (en) * 2001-08-13 2003-09-16 Patrick C. Ho Expansible chamber engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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 (fr) * 1970-02-05 1971-11-12 Henry Max
FR2172655A5 (fr) * 1972-02-14 1973-09-28 Wacker Manfred
ES2159325T3 (es) * 1994-12-02 2001-10-01 Advanced Engine Tech Pty Ltd Motor rotativo de piston axial.
US6619244B1 (en) * 2001-08-13 2003-09-16 Patrick C. Ho Expansible chamber engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015062673A1 (fr) 2013-11-04 2015-05-07 Innengine, S.L. Moteur à combustion interne
US10267225B2 (en) 2013-11-04 2019-04-23 Innengine, S.L. Internal combustion engine

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