WO2013054361A2

WO2013054361A2 - Dual internal combustion engine

Info

Publication number: WO2013054361A2
Application number: PCT/IN2012/000675
Authority: WO
Inventors: K. Seetharaman; Raman S. BHARATH
Original assignee: Seetharaman K; Bharath Raman S
Priority date: 2011-10-13
Filing date: 2012-10-11
Publication date: 2013-04-18
Also published as: WO2013054361A3

Abstract

The various embodiments herein provide a dual internal combustion engine comprising a cylindrical body and a piston provided in the cylindrical body. The piston includes a double acting piston head connected to a piston rod at one end and the double acting piston head divides the cylindrical body into a first combustion chamber and a second combustion chamber. The other end of the piston rod is connected to a crankshaft through the second combustion chamber. The dual internal combustion engine further includes a plurality of lubrication nozzles on the cylindrical body wall to lubricate the combustion chambers and the piston and pluralities of sealing rings along the piston rod at the second combustion chamber. The combustion in the first combustion chamber takes place above the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.

Description

TITLE OF THE INVENTION:

DUAL INTERNAL COMBUSTION ENGINE

PREAMBLE OF THE DESCRIPTION:

THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE METHOD IT IS BEING PERFORMED RELATED APPLICATION

[0001] The present application claims the priority of the Indian Provisional Patent Application No. 3523/CHE/2011 filed on 13^th October, 2011 having the title "Dual Internal Combustion Engine", and the contents of which are incorporated by reference herein.

BACKGROUND

Technical field

[0002] The embodiments herein generally relate to an internal combustion engine and particularly relates to a four stroke internal combustion engine. The embodiments herein more particularly relates to a four stroke internal combustion engine having dual combustion cycle per cylinder.

Description of the Related Art

[0003] Internal combustion engines using a reciprocating piston have been around for many years. The engines operate on the principle of exploding gases forcing a piston downwardly in a cylinder transferring the power to a drive mechanism. Such engines typically provide a single cycle of operation (intake, compression, power and exhaust) over four strokes of a piston. These engines provide for power only in the power stroke. The intake, compression and exhaust strokes require an auxiliary power input to achieve the necessary function. In the original designs of engines, the auxiliary power was provided by flywheels which stored some of the energy developed by the power stroke and fed it back to the piston to accomplish the exhaust, intake and compression strokes to enable another power stroke to take place.

[0004] Over the past several decades, substantial effort has been invested in the design and development of improved internal combustion engines. Design efforts have been directed towards the creation of smaller and lighter engines with improved fuel efficiency and power. Generally engines are characterized by their method of combustion, e.g., compression (diesel) or spark-ignited (gasoline). Further, engines are described and identified by the orientation and/or number of their pistons and cylinders, e.g., V-8, in-line 6, radial, Wankel rotary, horizontal and horizontally- opposed.

[0005] In the existing internal combustion engines, the operation is done in only one direction i.e. by pushing the piston vertically downward in the power stroke. Some part of the energy is stored in the flywheel and the stored power is used as the auxiliary power to achieve the necessary function for the intake, compression and exhaust strokes. This results in the reduced potential efficiency of the engines.

[0006] This limitation in the existing internal combustion engine reduces the overall efficiency of the automobile. The conventional internal combustion engine is heavy and needs a large space to assemble in the hood of the automobile which in turn increases the overall weight of the automobile and also affects the efficiency in terms of power output and mileage.

[0007] Hence there is a need for an improved dual internal combustion engine which is compact in design, reduced overall weight and increased power output.

[0008] The abovementioned shortcomings, disadvantages and problems are addressed herein and which will be understood by reading and studying the following specification.

OBJECTIVES OF THE EMBODIMENTS

[0009] The primary object of the embodiments herein is to provide a dual internal combustion engine with two combustion chambers within one cylinder to increase the power generating efficiency of an engine.

[0010] Another object of the embodiments herein is to provide a dual internal combustion engine with sealing rings to avoid leakage of air/fuel mixture and exhaust gases.

[0011] Another object of the embodiments herein is to provide a dual internal combustion engine with a spraying mechanism for spraying pressurized lubricating oil to lubricate mechanical components of the engine. [0012] Another object of the embodiments herein is to provide a four stroke dual internal combustion engine with reduced overall weight, compact and increased efficiency.

[0013] Another object of the embodiments herein is to provide an internal combustion engine which renders higher power to weight ratio and low friction between the mechanical components.

[0014] These and other objects and advantages of the present disclosure will become readily apparent from the following detailed description taken in conjunction with the accompanying drawings.

SUMMARY

[0015] The various embodiments herein disclose a dual internal combustion engine (DICE). The dual internal combustion engine hereon termed as DICE comprises a cylindrical body and a piston provided in the cylindrical body. The piston includes a double acting piston head connected to a piston rod dividing the cylindrical body into a first combustion chamber and a second combustion chamber. The other end of the piston rod is connected to a crankshaft through the second combustion chamber. The engine further comprises a flywheel connected to the crankshaft, an oil sump provided at the bottom of the cylindrical body to store lubrication oil, a plurality of lubrication nozzles arranged on a cylindrical body wall to lubricate the combustion chambers and the piston and a plurality of sealing rings arranged along the piston rod at the second combustion chamber. The combustion in the first combustion chamber takes place over the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.

[0016] According to an embodiment herein, the first combustion chamber and second combustion chamber includes at least one intake valve, at least one exhaust valve and at least one spark plug for petrol or gasoline engine or an atomizer for diesel engine.

[0017] According to an embodiment herein, the dual internal combustion engine further comprises at least one microcontroller to control the combustion process in the first combustion chamber and the second combustion chamber. The microcontroller also regulates the opening and closing of the intake valves and exhausts vales and controls the sparking of the spark plugs or activating the atomizers 95 for both the first combustion chamber and the second combustion chamber. The microcontroller also controls an oil pump for pumping of the lubrication oil from the oil sump through the plurality of lubrication nozzles.

[0018] According to an embodiment herein, the dual internal combustion engine further comprises at least one camshaft connected to the crankshaft directly,

100 via a gear mechanism or indirectly via a belt or chain called a timing belt or timing chain to control the combustion process in the first combustion chamber and the second combustion chamber. The camshaft regulates the opening and closing of the intake valves and exhausts valves for both the first combustion chamber and the second combustion chamber. The camshaft further comprises a cylindrical rod

105 running the length of the engine cylinder comprising a number of oblong lobes protruding from it, one for each intake valve and exhaust valve. The camshaft forces the intake and exhaust valves to open by pressing on the intake valve and the exhaust valve, or on some intermediate mechanism as they rotate.

[0019] According to an embodiment herein, the dual internal combustion

110 engine further comprises at least one sensor to detect the position of the double acting piston head by sensing the position of at least one of the piston head, piston rod, camshaft, crankshaft or flywheel to update the positioning data in the microcontroller. The microcontroller calculates the double acting piston head positions and determines at least one of an intake stroke, compression stroke, power stroke and an exhaust

115 stroke and accordingly send signals to open respective valves.

[0020] According to an embodiment herein, the dual internal combustion engine further includes a timer mechanism wherein the plurality of lubrication nozzles are controlled by sending a signal at the time of spraying the lubrication oil to the cylinder body and the piston. 120 [0021] According to an embodiment herein, the piston rod is connected to the crank shaft through a second rod forming a double rod joint, where the double rod joint provides for a vertical movement of the piston rod and a vertical and horizontal movement of the second rod along with the crank shaft.

[0022] According to an embodiment herein, the lubrication oil is pumped to

125 the plurality of lubrication nozzles from the oil sump by an oil pump driven by the crankshaft or an electrical motor.

[0023] According to an embodiment herein, the double acting piston head and the piston rod are provided with a central passage to drain lubricating oil back to the oil sump.

130 [0024] According to an embodiment herein, the pluralities of lubrication nozzles are arranged in the second combustion chamber on the cylindrical body wall to lubricate the second combustion chambers and the piston.

[0025] According to an embodiment herein, the pluralities of lubrication nozzles are arranged at the overlapping area of the top piston ring of the piston when 135 the piston is at the top most position in the first combustion chamber and bottom piston ring when the piston is at the bottom most position in the second combustion chamber.

[0026] According to an embodiment herein, the dual internal combustion engine further comprises a slider connecting the piston rod to the crankshaft wherein

140 the slider enables a vertical upward and downward movement of the piston rod and restricts a horizontal movement of the piston rod.

[0027] According to another embodiment herein, the dual internal combustion engine comprises a cylindrical body, a piston provided in the cylindrical body, a double acting piston head connected to a piston rod dividing the cylindrical body into

145 a first combustion chamber and a second combustion chamber, a crankshaft connected to one end of the piston rod through the second combustion chamber, a fly wheel connected to the crankshaft, an oil sump to store a lubrication oil, a plurality of lubrication nozzles arranged on a cylindrical body wall to lubricate the combustion chambers and the piston and a plurality of sealing rings at the bottom of the second 150 combustion chamber through which the piston rod reciprocates. Here the combustion in the first combustion chamber takes place above the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.

[0028] These and other aspects of the embodiments herein will be better 155 appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating preferred embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein 160 without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The other objects, features and advantages will occur to those skilled in the art from the following description of the preferred embodiment and the 165 accompanying drawings in which:

[0030] FIG. 1 illustrates a schematic view of the dual internal combustion engine, according to an embodiment herein.

[0031] FIG. 2 A illustrates a suction stroke in the first combustion chamber and a compression stroke in the second combustion chamber, according to an 170 embodiment herein.

[0032] FIG. 2B illustrates a compression stroke in the first combustion chamber and a power stroke in the second combustion chamber, according to an embodiment herein.

[0033] FIG. 2C illustrates a power stroke in the first combustion chamber and 175 a exhaust stroke in the second combustion chamber, according to an embodiment herein.

[0034] FIG. 2D illustrates an exhaust stroke in the first combustion chamber and a suction stroke in the second combustion chamber, according to an embodiment herein.

180 [0035] FIG. 3A-3B illustrates the different arrangements of the sealing rings in the dual internal combustion engine, according to an embodiment herein.

[0036] FIG. 4A-4D illustrates a schematic view of the dual internal combustion engine with a double rod arrangement and a crank mechanism, according to an embodiment herein.

185 [0037] FIG. 5A-5D illustrates a schematic view of the dual internal combustion engine with a slider arrangement and crankshaft mechanism, according to an embodiment herein.

[0038] FIG. 6 illustrates a schematic view of the lubrication mechanism in the dual internal combustion engine, according to an embodiment herein.

190 [0039] FIG. 7 illustrates a schematic view of the lubrication mechanism with a nozzle arrangement in the dual internal combustion engine, according to an embodiment herein.

[0040] FIG. 8 illustrates a schematic view of a dual internal combustion engine showing an oil passage running transversely through a double acting piston 195 head and a piston rod, according to an embodiment herein.

[0041] FIG. 9A-9B illustrates a schematic view of the lubrication mechanism with sealing rings arranged on the second combustion chamber in the dual internal combustion engine, according to an embodiment herein.

[0042] FIG. 10 illustrates a schematic view of a dual internal combustion 200 engine showing the positioning of the plurality of the oil spraying nozzles at the second combustion chamber, according to an embodiment herein.

[0043] FIG. 11A-11B illustrates a schematic view of a dual internal combustion engine showing the positioning of the plurality of the oil spraying nozzles between the top piston ring and the bottom piston ring, according to an embodiment 205 herein.

[0044] FIG. 12A-12B illustrates a schematic view of a dual internal combustion engine showing the opening and closing of intake valves and exhaust valves, activation of the spark plugs and plurality of oil spraying nozzles by a microcontroller, according to an embodiment herein.

210 [0045] FIG. 13A-13D illustrates a schematic view of a dual internal combustion engine showing the calculation of the piston position in the cylinder by a plurality of sensors arranged on the slider mechanism, according to an embodiment herein.

[0046] Although the specific features of the present disclosure are shown in 215 some drawings and not in others. This is done for convenience only as each feature may be combined with any or all of the other features in accordance with the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0047] In the following detailed description, a reference is made to the

220 accompanying drawings that form a part hereof, and in which the specific embodiments that may be practiced is shown by way of illustration. These embodiments are described in sufficient detail to enable those skilled in the art to practice the embodiments and it is to be understood that the logical, mechanical and other changes may be made without departing from the scope of the embodiments.

225 The following detailed description is therefore not to be taken in a limiting sense.

[0048] The various embodiments herein provide a dual internal combustion engine (DICE). The dual internal combustion engine comprises a cylindrical body and a piston provided in the cylindrical body. The piston includes a double acting piston head connected to a piston rod dividing the cylindrical body into a first

230 combustion chamber and a second combustion chamber. The other end of the piston rod is connected to a crankshaft through the second combustion chamber. The engine further comprises a flywheel connected to the crankshaft, an oil sump provided at the bottom of the cylindrical body to store lubrication oil, a plurality of lubrication nozzles arranged on a cylindrical body wall to lubricate the combustion chambers and

235 the piston and a plurality of sealing rings arranged along the piston rod at the second combustion chamber. The combustion in the first combustion chamber takes place over the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.

[0049] The first combustion chamber and second combustion chamber

240 includes at least one intake valve, at least one exhaust valve and at least one spark plug for petrol or gasoline engine or an atomizer for diesel engine.

[0050] The dual internal combustion engine further comprises at least one microcontroller to control the combustion process in the first combustion chamber and the second combustion chamber. The microcontroller also regulates the opening

245 and closing of the intake valves and exhausts vales and controls the sparking of the spark plugs or activating the atomizers for both the first combustion chamber and the second combustion chamber. The microcontroller also controls an oil pump for pumping of the lubrication oil from the oil sump through the plurality of lubrication nozzles.

250 [0051] The dual internal combustion engine further comprises at least one sensor to detect the position of the double acting piston head by sensing the position of at least one of the piston head, piston rod, camshaft, crankshaft or flywheel to update the positioning data in the microcontroller. The microcontroller calculates the double acting piston head positions and determines at least one of an intake stroke,

255 compression stroke, power stroke and an exhaust stroke and accordingly send signals to open respective valves.

[0052] The dual internal combustion engine further includes a timer mechanism wherein the plurality of lubrication nozzles is controlled by sending a signal at the time of spraying the lubrication oil to the cylinder body and the piston.

260 [0053] The piston rod is connected to the crank shaft through a second rod forming a double rod joint, where the double rod joint provides for a vertical movement of the piston rod and a vertical and horizontal movement of the second rod along with the crank shaft.

[0054] The lubrication oil is pumped to the plurality of lubrication nozzles 265 from the oil sump by an oil pump driven by the crankshaft or an electrical motor.

[0055] The double acting piston head and the piston rod are provided with a central passage to drain lubricating oil back to the oil sump.

[0056] The pluralities of lubrication nozzles are arranged in the second combustion chamber on the cylindrical body wall to lubricate the second combustion

270 chamber and the piston.

[0057] The pluralities of lubrication nozzles are arranged at the overlapping area of the top piston ring of the piston when the piston is at the top most position in the first combustion chamber and bottom piston ring when the piston is at the bottom most position in the second combustion chamber.

275 [0058] The dual internal combustion engine further comprises a slider connecting the piston rod to the crankshaft wherein the slider enables a vertical upward and downward movement of the piston rod and restricts a horizontal movement of the piston rod.

[0059] The dual internal combustion engine comprises a cylindrical body, a

280 piston provided in the cylindrical body, a double acting piston head connected to a piston rod dividing the cylindrical body into a first combustion chamber and a second combustion chamber, a crankshaft connected to one end of the piston rod through the second combustion chamber, a fly wheel connected to the crankshaft, an oil sump to store a lubrication oil, a plurality of lubrication nozzles arranged on a cylindrical

285 body wall to lubricate the combustion chambers and the piston and a plurality of sealing rings at the bottom of the second combustion chamber through which the piston rod reciprocates. Here the combustion in the first combustion chamber takes place above the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.

290 [0060] FIG. 1 illustrates a schematic view of the dual internal combustion engine, according to an embodiment herein. The dual internal combustion engine 100 comprises a cylindrical body 101. A piston 102 is provided in the cylindrical body 101. The piston 102 has a double acting piston head connected to a piston rod 104. The double acting piston head 102 divides the cylindrical body 101 into a first

295 combustion chamber 11 1 and a second combustion chamber 121. The dual internal combustion engine 100 of the present disclosure further comprises a crank mechanism 106 connected to one end of the piston rod 104 through the second , combustion chamber 121 and a fly wheel is connected to other end of the crankshaft mechanism 106. An oil sump 108 is provided at the bottom of the cylindrical body

300 101 to store the lubrication oil. A plurality of lubrication nozzles 107 are arranged on a cylindrical body 101 wall to lubricate the first combustion chamber 111, the second combustion chamber 121 and the piston 102. A plurality of sealing rings 105 are arranged along the piston rod 104 at the second combustion chamber 121 to seal the second combustion chamber 121 to avoid leakage of air fuel mixture or exhaust gas.

305 [0061] The first combustion chamber 1 11 further includes at least one intake valve 1 12, at least one exhaust valve 113 and at least one spark plug or atomizer 1 14 (depending on the fuel used. i.e. for gasoline engine spark plugs are used and for diesel engine atomizers are used). Similarly, the second combustion chamber 121 further includes at least one intake valve 122, at least one exhaust valve 123 and at

310 least one spark plug or atomizer 124 (depending on the fuel used. i.e. for gasoline engine spark plugs are used and for diesel engine atomizers are used).

[0062] The double acting piston head further comprises a plurality of piston rings 103. These piston rings 103 are a split ring that fits into a groove on the outer diameter of the piston 102 in a reciprocating engine. The piston rings 103 functions

315 as a seal to the first combustion chamber 111 and the second combustion chamber 121 respectively. The plurality of piston rings 103 also supports heat transfer from the piston 102 to the cylinder wall 101 and regulates the engine oil consumption.

[0063] FIG. 2A-2D illustrates a schematic view of the four stroke cycle on the dual internal combustion engine, according to an embodiment herein. FIG. 2A

320 illustrates a suction stroke in the first combustion chamber 1 11 and a compression stroke in the second combustion chamber 121. At the starting of the suction stroke in the first combustion chamber 111, the piston 102 is at the top most position and it is moved down to initiate the suction stroke. During the suction stroke in the first combustion chamber 111, the intake valve 112 opens for the air fuel mixture in the

325 gasoline engine and an air alone in the diesel engine to enter the first combustion chamber 11 1. Meanwhile the exhaust valve 113 remains closed and the spark plugs or an atomizers 124 are not functioning at this time. In the second combustion chamber 121 both the intake valve 122 and the exhaust valve 123 are closed and the spark plugs or atomizers 124 are not initiated. The piston 102 moves downwards at the end

330 of the compression stroke to compress the air fuel mixture or air alone in the second combustion chamber 121. The air fuel mixture or air alone is allowed in the second combustion chamber 121 in the previous suction stroke.

[0064] FIG. 2B illustrates a compression stroke in the first combustion chamber 111 and a power stroke in the second combustion chamber 121. In the first

335 combustion chamber 1 11 both the intake valve 1 12 and the exhaust valve 113 are closed and the spark plugs or atomizers 114 are not initiated. The piston 102 moves upwards to compress the air fuel mixture or air alone in the first combustion engine 11 1. The air fuel mixture or air alone is allowed in the first combustion chamber in the previous suction stroke as said in FIG. 2A. In the second combustion chamber

340 121 the compressed air fuel mixture (in the gasoline engine) is ignited by initiating spark plugs 124 to initiate power stroke. After initiating the spark plugs 124 the air fuel mixture is burnt and the piston is forced to move up with a great speed. Whereas for the diesel engine, the air alone is compressed as said in the previous compression stroke (FIG. 2 A) and fuel is injected into the second combustion chamber 121 by the

345 atomizers 124. Due to the compression the temperatures of the air increases and this temperature is sufficient to ignite the fuel to burn the fuel completely.

[0065] FIG. 2C illustrates a power stroke in the first combustion chamber 111 and a exhaust stroke in the second combustion chamber 121. In the first combustion chamber 11 1 the compressed air fuel mixture (in the gasoline engine) is

350 ignited by initiating spark plugs 114 to initiate power stroke. Mean while the intake valves 1 12 and the exhaust valves 1 13 remains closed. After initiating the spark plugs 114 the air fuel mixture is burnt and the piston is forced to move down with a great speed. Whereas for the diesel engine, the air alone is compressed as said in the previous compression stroke (FIG. 2B) and fuel is injected into the first combustion

355 chamber 111 by the atomizers 114. Due to the compression the temperatures of the air increases and this temperature is sufficient to ignite the fuel to burn the fuel completely. In the second combustion chamber 121, the fuel burnt gases are ejected out by opening the exhaust valve 123 at the right time. Mean while the intake valves 122 remains closed until the exhaust stroke in the second combustion chamber 121 is

360 complete.

[0066] FIG. 2D illustrates an exhaust stroke in the first combustion chamber 11 1 and a suction stroke in the second combustion chamber 121. In the first combustion chamber 1 1 1, the fuel burnt gases are ejected out by opening the exhaust valve 1 13 at the right time. Mean while the intake valves 112 remains closed until the

365 exhaust stroke in the first combustion chamber 111 is complete. In the second combustion chamber 121, the starting of the suction stroke the piston 102 is at the bottom most position and it is moved up to initiate the suction stroke. During the suction stroke in the second combustion chamber 121 the intake valve 122 opens for the air fuel mixture in the gasoline engine and an air alone in the diesel engine to

370 enter the second combustion chamber 121. Mean while the exhaust valve 123 remains closed and the spark plugs or an atomizers 124 are not functioning at this time. For the first combustion chamber 1 1 1, the opening and closing of the intake valves 1 12 and exhaust valves 1 13 and initiation of the spark plugs or atomizers 1 14 are controlled by a camshaft. The camshaft is connected to the crank mechanism and the

375 camshaft works synchronously with the crank mechanism. Similarly in the second combustion chamber 121, the opening and closing of the intake valves 122 and exhaust valves 123 and initiation of the spark plugs or atomizers 124 are controlled by a camshaft. The camshaft is connected to the crank mechanism and the camshaft works synchronously with the crank mechanism.

80 [0067] FIG. 3A-3B illustrates a schematic view of the sealing ring arrangement in the dual internal combustion engine, according to an embodiment herein. The double acting piston 102 is connected to the piston rod 104 and the piston rod 104 is connected to the crank mechanism through the second combustion chamber 121. The second combustion chamber 121 is provided with a projection 301

385 at the bottom to allow the movement of the piston rod 104 in vertical direction only.

The movement of the piston rod 104 in horizontal direction is blocked by the same projection 301 provided at the bottom of the second combustion chamber 121.

[0068] The dual internal combustion engine 100 further comprises a plurality of sealing rings 105 to seal the second combustion chamber 121 from leakage of air

390 fuel mixture or exhaust gas. According to one embodiment herein, the sealing rings 105 are fitted on a small projection 301 provided on the second combustion chamber 121 as shown in FIG. 3 A. The piston rod 104 reciprocates through the sealing rings 105 fitted on the small projection 301 at the second combustion chamber 121 as shown in FIG. 3 A. According to another embodiment herein, the sealing rings 105

395 are fitted on the piston rod 104 and the piston rod 104 along with sealing rings 105 reciprocates through an elongated projection 302 provided at the second combustion chamber 121 as shown in FIG. 3B.

[0069] FIG. 4A-4D illustrates a schematic view of the dual internal combustion engine with a double rod arrangement and a crank mechanism, according

400 to an embodiment herein. The torque from the reciprocating double acting piston 102 is transferred to the crank mechanism 106 which is connected to the drive train to do the work. The double acting piston 102 is connected to the piston rod 104 and the piston rod 104 is connected to the crank mechanism 106 through a second rod 401. The piston rod 104 and the second rod 401 are connected at a double joint 402. The

405 double joint 402 allows the piston rod 104 to transfer the reciprocating motion (vertical motion) to the rotating motion of the crank mechanism 106 through the second rod 402 as shown in FIG. 4A-4D.

[0070] The FIG. 4A shows the second rod 401 is in 0 degrees (or 360 degrees) to the bearing on the crank throw, when the piston is at the top most position 410 in the first combustion chamber 1 1 1. In FIG. 4B the second rod 401 is at 90 degrees to the bearing on the crank throw, when the piston is moving down (at the intermediate position) from the first combustion chamber 111 to the second combustion chamber 121. In FIG. 4C the second rod 401 is at 180 degrees to the bearing on the crank throw, when the piston is at the bottom most position at the

415 second combustion chamber 121. In FIG. 4D the second rod 401 is at 270 degrees to the bearing on the crank throw, when the piston is moving up from the (at the intermediate position) the second combustion chamber 121 and the first combustion chamber 111. The crank mechanism 106 work synchronously with the piston 102 movement, i.e. the linear motion (reciprocation motion) of the piston 102 is directly

420 proportional to the rotation motion of the crank mechanism 106.

[0071] FIG. 5A-5D illustrates a schematic view of the dual internal combustion engine with a slider arrangement and crankshaft mechanism, according to an embodiment herein. The double acting piston 102 is connected to the piston rod 104 and the piston rod 104 is connected to the crank mechanism 106 through a slider

425 501. The slider 501 allows the piston rod 104 to transfer the reciprocating motion (vertical or linear motion) to the rotating motion of the crank mechanism 106 as shown in FIG. 5A-5D. FIG. 5A shows the slider 501 in 0 degrees (or 360 degrees) to crank mechanism, when the piston is at the top most position in the first combustion chamber 1 1 1. In FIG. 5B the slider 501 is at 90 degrees to the crank mechanism,

430 when the piston is moving down (at the intermediate position) from the first combustion chamber 1 1 1 to the second combustion chamber 121. In FIG. 5C the slider 501 is at 180 degrees to crank mechanism, when the piston is at the bottom most position at the second combustion chamber 121. In FIG. 5D the slider 501 is at 270 degrees to the crank mechanism, when the piston is moving up from the (at the

435 intermediate position) the second combustion chamber 121 and the first combustion chamber 111. The crank mechanism 106 work synchronously with the piston 102 movement, i.e. the linear motion (reciprocation motion) of the piston 102 is directly proportional to the rotation motion of the crank mechanism 106. [0072] FIG. 6 illustrates a schematic view of the lubrication mechanism in

440 the dual internal combustion engine, according to an embodiment herein. The lubrication mechanism in the dual internal combustion engine includes lubricating oil, an oil sump 108, an oil pump 601, an oil injection timing mechanism 602 and a plurality of oil spraying nozzles 107. The oil pump 601 circulates or pumps the filtered lubricating oil from the oil sump 108 to the oil injection timing mechanism

445 602. The lubricating oil if filtered in the oil filter before circulating to the oil injection timing mechanism 602. The oil injection timing mechanism 602 and the crank mechanism 106 are synchronized to each other. Depending on the crank mechanism 106 speed or rotation, a camshaft guides the oil injection timing mechanism 602 to activate and pump the lubricating oil to the plurality of oil spraying nozzles 107. The

450 oil injection timing mechanism 602 can also be controlled by a microcontroller to activate and deactivate the lubricating process. The lubricating oil from the oil sump 108 is filtered to remove dirt before feeding to the oil pump 601. The plurality of oil spraying nozzles 107 sprays the lubricating oil at the right interval and only between the piston rings 103 as shown in FIG. 6. The activation of the plurality of oil spraying

455 nozzles 107 are controlled by the oil injection timing mechanism 602. Depending on the position of the piston 102, the oil injection timing mechanism 602 governs which of the plurality of oil spraying nozzles 107 should be activated to spray lubricating oil between the piston rings 103.

[0073] The double acting piston 102 and the piston rod 104 are provided with

460 a small passage to collect the lubricating oil sprayed form the plurality of oil spraying nozzles 107 and the small passage guides the lubricating oil back to the oil sump 108. The lubricating oil is recycled to lubricate double acting piston head 102, the piston rod 104 and the cylindrical wall 101.

[0074] FIG. 7 illustrates a schematic view of the lubrication mechanism with

465 oil spraying nozzles arrangement in the dual internal combustion engine, according to an embodiment herein. The plurality of oil spraying nozzles 107 are arranged on the cylindrical wall 101 of the combustion chamber. The plurality of oil spraying nozzles 107 lubricates the double acting piston head 102, the piston rod 104 and the cylindrical wall 101. The plurality of oil spraying nozzles 107 further includes a

470 mechatronics valve 702. These mechatronics valve 702 are controlled by the timing controller through the timing signal 701. The mechatronics valve 702 of the plurality of oil spraying nozzles 107 are always closed to prevent any combustion gas entering in and open only when the lubricating oil is to be sprayed. The plurality of oil spraying nozzles 107 are fitted on the cylindrical wall 101 in such a way that the

475 mechatronics valve 702 are positioned towards the inside of the combustion cylinder and the mechatronics valve 702 will not obstruct the movement of the double acting piston head 102.

[0075] FIG. 8 is a schematic view of a dual internal combustion engine illustrating an oil passage through a double acting piston head and a piston rod,

480 according to an embodiment herein. The double acting piston head 102 and the piston rod 104 are provided with small passages 801 and 802 respectively. The small passages 801 of the double acting piston head 102 is connected to the small passage 802 of the piston rod 104. The excess oil sprayed from the plurality of oil spraying nozzles 107 between the piston rings 103 are collected by the small passages and

485 guided back to the oil sump through small passage 802 of the piston rod 104 as shown in FIG. 8.

[0076] FIG. 9A-9B illustrates a schematic view of the lubrication mechanism with sealing rings arranged on the second combustion chamber in the dual internal combustion engine, according to an embodiment herein. The excess oil sprayed from

490 the plurality of oil spraying nozzles 107 between the piston rings 103 are collected by the small passages and guided back to the oil sump through small passage 802 of the piston rod 104. The dual internal combustion engine 100 further comprises a plurality of sealing rings 105 to seal the second combustion chamber 121 from leakage of air fuel mixture or exhaust gas. According to one embodiment herein, the sealing rings

495 105 are fitted on a small projection 301 provided on the second combustion chamber 121. The piston rod 104 reciprocates through the sealing rings 105 fitted on the small projection 301 at the second combustion chamber 121. The oil exit at the piston rod 104 is made in such a way that the oil lubricates the sealing rings 105 before reaching the oil sump as shown in FIG. 9A. According to another embodiment herein, the

500 sealing rings 105 are fitted on the piston rod 104 and the piston rod 104 along with sealing rings 105 reciprocates through an elongated projection 302 provided at the second combustion chamber 121. Small gaps 302a are provided on the elongated projection 302 at the second combustion chamber. The oil exit at the piston rod 104 is made in such a way that the lubricating oil lubricates the sealing rings 105 and exist

505 through the gaps 302a before reaching the oil sump as shown in FIG. 9B.

[0077] FIG. 10 is a schematic view of a dual internal combustion engine illustrating positioning of the plurality of the oil spraying nozzles at the second combustion chamber, according to an embodiment of the present disclosure. The plurality of oil spraying nozzles 107 are arranged between a top piston ring 103 a and

510 a bottom piston ring 103b, when the double acting piston 102 is at the bottom most position in the second combustion chamber 121. The plurality of oil spraying nozzles 107 sprays the lubricating oil only when the double acting piston 102 is around the bottom most position in the second combustion chamber 121 and the plurality of oil spraying nozzles 107 sprays the lubricating oil only between the top piston ring 103 a

515 and the bottom piston ring 103b as shown in FIG. 10.

[0078] FIG. 11A-11B illustrates a schematic view of a dual internal combustion engine showing the positioning of the plurality of the oil spraying nozzles between the top piston ring and the bottom piston ring, according to an embodiment herein. The plurality of oil spraying nozzles 107 are arranged at a overlapping area of

520 the top piston ring 103a and the bottom piston ring 103b, when the double acting piston 102 is at the bottom most position in the first combustion chamber 111 (as shown in FIG. 11 A) and the plurality of oil spraying nozzles 107 are arranged at a overlapping area of the top piston ring 103a and the bottom piston ring 103b, when the double acting piston 102 is at the top most position in the second combustion

525 chamber 121 (as shown in FIG. 11B). The plurality of oil spraying nozzles 107 sprays the lubricating oil continuously upon receiving activation signal from the oil injecting timing mechanism. The oil injecting timing mechanism is synchronized with the cam shaft or the microcontroller sends command to the oil injecting timing mechanism to activate the plurality of oil spraying nozzles 107 to lubricate the double acting piston

530 head 102, the piston rod 104 and the cylindrical wall 101 of the combustion chamber.

[0079] FIG. 12 illustrates a schematic view of a dual internal combustion engines showing the opening and the closing of the intake valves and the exhaust valves, activation of the spark plugs (petrol or gasoline engine) or atomizers (diesel engine) and plurality oil spraying nozzles by a micro-controller, according to an

535 embodiment herein. The lubrication mechanism in the dual internal combustion engine includes lubricating oil, an oil sump 108, an oil pump 601, an oil injection timing mechanism 602, a plurality of oil spraying nozzles 107, an oil filter, one or more sensors 121 1 and CPU (microcontroller) 1212. The oil pump 601 circulates or pumps the lubricating oil from the oil sump 108 to the oil injection timing mechanism

540 602.. Depending on the position of at least one of crank mechanism, position of the piston, piston rod or flywheel 106, the sensor 1211 sends signal to the input 1213 of the microcontroller 1212. The microcontroller 1212 analyses the input fed from the sensor 1211. First output 1214 from the microcontroller 1212 guides the oil injection timing mechanism 602 to activate and pump the lubricating oil to the plurality of oil

545 spraying nozzles 107. The lubricating oil from the oil sump 108 is filtered to remove dirt before feeding to the oil pump 601. The plurality of oil spraying nozzles 107 sprays the lubricating oil at the right interval and only between the piston rings 103 as shown in FIG. 12 A. The activation of the plurality of oil spraying nozzles 107 are controlled by the oil injection timing mechanism 602. Depending on the position of

550 the piston 102, the oil injection timing mechanism 602 governs which of the plurality of oil spraying nozzles 107 should be activated to spray lubricating oil between the piston rings 103.

[0080] The double acting piston 102 and the piston rod 104 are provided with a small passage to collect the lubricating oil sprayed form the plurality of oil spraying 555 nozzles 107 and the small passage guides the lubricating oil back to the oil sump 108. The lubricating oil is recycled to lubricate double acting piston head 102, the piston rod 104 and the cylindrical wall 101.

[0081] The second output form the microcontroller 1212 is connected to the inlet valves, outlet valves and spark plugs or atomizers as shown in FIG. 12B.

560 Depending on the position of at least one of the crank mechanism, position of the piston, piston rod or flywheel, the sensor 121 1 sends signal to the input 1213 of the microcontroller 1212. The microcontroller 1212 analyses the input fed from the sensor 121 1. The inlet valve 112 and the exhaust vale 113 is provided with a electrical actuator 1 12a and 1 13a to receive signals from the second output 1215 from

565 the microcontroller 1212 and activates opening or closing of the inlet valve 112 and exhaust valve 1 13 respectively. The air-fuel mixture or air alone (depending on the fuel used) is fed to the inlet valve 1 12 from an inlet tube 1 12b as shown in FIG. 12B. The burnt gases from the combustion chamber exist from the exhaust valve 113 through the exhaust tube 1 13b as shown in FIG. 12B. The sensors measure the

570 position of at least one of the position of the piston, piston rod, camshaft or flywheel and the data is continuously inputted to the microcontroller. The microcontroller calculates speed, acceleration/deceleration, instantaneous position and direction of piston in each cylinder. The speed is calculated by calculating the frequency of input signals and/or time difference between the two input signals.

575 [0082] As cranking starts in the dual internal combustion engine, the microcontroller measure piston positions and determines the time for intake stroke for each of the combustion chamber and accordingly signals to open respective intake valve. As the piston moves, the microcontroller tracks the piston continuously and signals sparking / atomizer and exhaust valve at appropriate time. In multi-cylinder

580 engine, as pistons are kept apart by known degree (ex. 90 degrees for four cylinder engine), the timing can be determined for any one cylinder and calculate for other cylinders using the known degree. The microcontroller tracks piston movement and signals intake and exhaust valves, spark plug / atomizer and the plurality of oil spraying nozzles. Based on the speed, stage, state and operating mode of the engine,

585 the microcontroller can alter timing to start opening of valves, starting of sparking / atomizer and duration of how long valves kept open, sparking /atomizers kept ON. The timing is programmed for optimized performance and/or fuel efficiency.

[0083] FIG. 13A-13D illustrates a schematic view of a dual internal combustion engine showing the calculation of the piston position in the cylinder by a

590 plurality of sensors arranged on the slider mechanism, according to an embodiment herein. The double acting piston 102 is connected to the piston rod 104 and the piston rod 104 is connected to the crank mechanism 106 through a slider 501. The slider 501 allows the piston rod 104 to transfer the reciprocating motion (vertical or linear motion) to the rotating motion of the crank mechanism 106. An optical sensor 131

595 and at least one semitransparent mark 132 are provided on the flywheel as shown in FIG. 13A-13D. When flywheel rotates, light is sensed only when mark 132a, 132b, 132c or 132d cross the sensors 131 and depending on the type of mark 132a, 132b, 132c or 132d, the signal strength varies and these values are fed to the microcontroller. FIG. 13A shows the slider 501 in 0 degrees (or 360 degrees) to

600 flywheel, when the piston is at the top most position in the first combustion chamber 111 and sensor 131 is at the semitransparent mark 132d. In FIG. 13B, the slider 501 is at 90 degrees to the flywheel, when the piston is moving down (at the intermediate position) from the first combustion chamber 1 11 to the second combustion chamber 121 and the sensor 131 is at the semitransparent mark 132c. In FIG. 13C, the slider

605 501 is at 180 degrees to flywheel, when the piston is at the bottom most position at the second combustion chamber 121 and sensor 131 is at the semitransparent mark 132b. In FIG. 13D, the slider 501 is at 270 degrees to the flywheel, when the piston is moving up from the (at the intermediate position) the second combustion chamber 121 and the first combustion chamber 1 1 1 and sensor 131 is at the semitransparent

610 mark 132a. The crank mechanism connected to the flywheel work synchronously with the piston 102 movement, i.e. the linear motion (reciprocation motion) of the piston 102 is directly proportional to the rotation motion of the crank mechanism 106. [0084] Here, a four cylinder engine's piston position of each cylinder is determined by sensing the position of flywheel. All the four pistons are connected to

615 one flywheel through the crank shaft mechanism. The flywheel has predetermined number of distinct marks (132a, 132b, 132c and 132d). Here the type and number of mark depends on the sensors used. The sensors may be optical / electrical / mechanical / magnetic /any such. In this example optical sensor with four semitransparent marks (132a, 132b, 132c and 132d) are used. The marks are made at

620 90 degrees distance, each distinguishable by a relative amount of light it passes.

Optical sensors are fitted such that, when flywheel rotates, the light is sensed only when the mark crosses the sensor. Depending on the type of mark, the signal strength varies. These signals are fed to the microcontroller for analyzing.

[0085] The position of the pistons in each cylinder is determined by the

625 microcontroller as follows:

If maximum light is sensed by the sensor (Flywheel at 0 degrees), the microcontroller determines the piston- 1 is at the top, piston-2 is at middle (moving down), piston-3 is at bottom and piston-4 is at middle (moving up).

630 If minimum light is sensed by the sensor (Flywheel is at 90 degrees), the microcontroller determines the piston-4 is at top, piston- 1 is at middle (moving down), piston-2 is at bottom and piston-3 is at middle (moving up).

If min-plus light is sensed by the sensor (Flywheel is at 180 degrees), the

635 microcontroller determines the piston-3 is at top, piston-4 is at middle

(moving down), piston- 1 is at bottom and piston-2 is at middle (moving up).

If max-minus light is sensed by the sensor (Flywheel is at 270 degrees), the microcontroller determines the piston-2 is at top, piston-3 is at middle

640 (moving down), piston-4 is at bottom and piston- 1 is at middle (moving up). By measuring the timing of the signal input, the microcontroller determines the speed of the engine or the flywheel RPM (revolutions per minute).

645 Here in this example: If the time between two signals = 10 milli-second (90 degrees apart), then the time taken by the flywheel for one rotation (360 degrees) = 40 milli-second = 0.04 seconds. So, flywheel RPM = 1 minute / 0.04 seconds = 60 seconds / 0.04 seconds = 60 / 0.04 = 1500. i.e.1500 revolutions per minute.

650 [0086] The plurality of lubrication nozzles provided on the cylinder wall can be implemented on any internal combustion engine such as two stroke and four stroke petrol or gasoline engines (carburetor or MPFI), two stroke or four stroke diesel engines and the like.

[0087] The mechtronics for valves operation, activation of spark plugs or

655 atomizers and oil timing mechanism can be implemented on any internal combustion engine as two stroke and four stroke petrol or gasoline engines (carburetor or MPFI), two stroke or four stroke diesel engines (DCi or CRDI), and so on.

[0088] The lubrication oil circulation mechanism through the piston head and the piston rod can be implemented on any internal combustion engine as two stroke

660 and four stroke petrol or gasoline engines (carburetor or MPFI), two stroke or four stroke diesel engines (DCi or CRDI), etc) to effectively cool the piston heads, piston rings and piston rods.

[0089] The dual internal combustion engine herein further comprises one or more fuel injectors positioned in the cylinder wall or combination of fuel injectors

665 positioned in the cylinder wall and the cylinder head.

[0090] These fuel injectors are activated for spraying fuel into the first combustion chamber and the second combustion chamber. Based on the position of the piston, the fuel injectors are activated in the first combustion chamber and the second combustion chamber.

670 [0091] The plurality of oil spraying nozzles can be replaced with one or more fuel injectors for spraying the fuel. Alternatively, one or more fuel injectors can be arranged in combination with the oil spraying nozzles for spraying the oil.

[0092] According to an embodiment herein, the fuel injection mechanism controls the activation of one or more fuel injection nozzles for spraying fuel in

675 stages as the piston reciprocates so that the combustion takes place in stages beginning from top most position of the piston and up to the stage wherein, the piston reaches the bottom most position during the power stroke in the first combustion chamber. Similarly, the fuel injection mechanism controls the activation of one or more fuel injection nozzles for spraying fuel in stages as the piston reciprocates so

680 that the combustion takes place in stages beginning from bottom most position of the piston and up to the stage wherein, the piston reaches the top most position during the power stroke in the second combustion chamber.

[0093] The dual internal combustion engine herein provides a lightweight, compact and more powerful engine without requiring radical departures from current

685 practice, enabling it to be easily adaptable to today's machinery, with little redesigning involved. The dual internal combustion engine involves simple construction with few moving parts, offers high efficiency-low friction rate of the mechanical components and provides lower pollution which leads to ecological benefits.

690 [0094] The engine of the present disclosure generates power on alternate stroke/movement of piston. Since the power is generated on alternate stroke/movement of the piston, there is no need of flywheel to store the energy for initiating the next stoke. The engine works well even if the flywheel is removed from the assembly. It is anticipated that the engine of the present disclosure will, for the

695 same number of combustion chambers and associated pistons, generate two times more power than a conventional four stroke engine.

[0095] The lubrication oil circulated through the piston head and the piston rod effectively cools the piston heads, piston rings and piston rods.

[0096] By virtue of double-joint or slider in the present embodiments, the 700 piston rod movement within the cylinder chamber is restricted to only vertical direction. Thus the piston movement enables the depth of the combustion chamber to increase such that sufficient time is given to the fuel to burn completely, within power stroke itself even at higher rpm. This inturn leads to higher efficiency and lower pollution.

705 [0097] Variable valve timing (either through mechtronics or a camshaft mechanism) regulates the amount of air-fuel mixture (or air) to be taken in. This inturn regulates the compression ratio. Depending upon the engine RPM, this variation can be controlled to give optimal performance and efficiency.

[0098] The increased depth of the combustion chamber combined with

710 variable valve timing provides much higher compression ratio than the conventional 4-stroke IC engines.

[0099] The combustion in the dual internal combustion engine (DICE) of the embodiments herein takes place in multiple stages avoiding big jerk and vibrations, which results in an overall smooth operation of the engine.

715 [00100] As the fuel is injected in multi-stages in a controlled manner, most of the fuel combustion or burning happens within the power stroke. This in turn results in increased fuel efficiency. Since most of the fuel is burnt during the power stroke, exhaust will have reduced amount of un-burnt fuel thus results in reduced pollution.

720 [00101] The dual internal combustion engine according to the embodiments herein comprises multiple fuel injectors positioned in cylinder head or cylinder wall or in combination. The multiple fuel injectors are placed at different locations, more than one type of fuel can be used in the same engine (DICE). Depending on the characteristic of the types of fuel used, phase of the engine

725 operation and position of the piston, the timing and quantity of the fuel is determined.

Also different types of fuel can be used simultaneously in a single stroke (that is, fuel type-1, fuel type-2 and so on, all injected during the course of the same power stroke) or one type at a time (1st cycle can have fuel type-1, 2nd Cycle can have fuel type-2, and so on). The multi-staged combustion using fuel injectors arranged along the

730 cylinder wall can be implemented on any internal combustion engine as two stroke and four stroke petrol or gasoline engines (carburetor or MPFI), two stroke or four stroke diesel engines (DCi or CRDI), etc) to get higher efficiency, lower emission and smoother operation.

[00102] The foregoing description of the specific embodiments will so

735 fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning ahd range of equivalents of the disclosed embodiments. It is to be

740 understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the appended claims.

745 [00103] Although the embodiments herein are described with various specific embodiments, it will be obvious for a person skilled in the art to practice the disclosure with modifications. However, all such modifications are deemed to be within the scope of the claims. It is also to be understood that the following claims are intended to cover all of the generic and specific features of the embodiments

750 described herein and all the statements of the scope of the embodiments which as a matter of language might be said to fall there between.

Claims

What is claimed is:

755 1. A dual internal combustion engine comprising:

a cylindrical body;

a piston provided in the cylindrical body;

a double acting piston head connected to a piston rod dividing the cylindrical body into a first combustion chamber and a second combustion chamber; 760 a crankshaft connected to one end of the piston rod through the second combustion chamber;

a fly wheel connected the crankshaft;

an oil sump to store a lubrication oil;

a plurality of lubrication nozzles arranged on a cylindrical body wall to 765 lubricate the combustion chambers and the piston; and

a plurality of sealing rings arranged along the piston rod at the second combustion chamber;

wherein the combustion in the first combustion chamber takes place over the double acting piston head and the combustion in the second combustion 770 chamber takes place below the double acting piston head.

2. The dual internal combustion engine of claim 1, wherein the first combustion chamber and second combustion chamber includes at least one intake valve, at least one exhaust valve and at least one spark plug.

775

3. The dual internal combustion engine of claim 1, wherein the first combustion chamber and second combustion chamber includes at least one intake valve, at least one exhaust valve and at least one atomizer.

780

4. The dual internal combustion engine of claim 1, further comprising at least one microcontroller to control combustion in the first combustion chamber and the second combustion chamber.

785 5. The dual internal combustion engine of claim 1, wherein the micro-controller regulates opening and closing of the intake valves and exhaust valves and controlling of the sparking in the spark plugs for both the first combustion chamber and the second combustion chamber.

790 6. The dual internal combustion engine of claim 1, wherein the micro-controller regulates opening and closing of the intake valves and exhaust valves and controlling of the atomizers for both the first combustion chamber and the second combustion chamber.

795 7. The dual internal combustion engine of claim 1, wherein the microcontroller controls an oil pump for pumping of the lubrication oil from the oil sump through the plurality of lubrication nozzles.

8. The dual internal combustion engine of claim 1, further comprises at least one 800 sensor to detect the position of the double acting piston head by sensing the position of at least one of piston rod, camshaft, crankshaft and flywheel to update the positioning data in the micro-controller.

9. The dual internal combustion engine of claim 1 , wherein the micro-controller 805 calculates the double acting piston head positions and determines at least one of an intake stroke, compression stroke, power stroke and an exhaust stroke and accordingly send signals to open respective valves.

10. The dual internal combustion engine of claim 1, further includes a timer 810 mechanism wherein the plurality of lubrication nozzles are controlled by sending a signal at the time of spraying the lubrication oil to the cylinder body and the piston.

1 1. The dual internal combustion engine of claim 1, wherein the piston rod is connected to the crank shaft through a second rod forming a double rod joint, where the double rod joint provides for a vertical movement of the piston rod and a vertical and horizontal movement of the second rod along with the crank shaft.

12. The dual internal combustion engine of claim 1, wherein the lubrication oil is pumped to the plurality of lubrication nozzles from the oil sump by an oil pump driven by the crankshaft.

13. The dual internal combustion engine of claim 1, wherein the double acting piston head and the piston rod are provided with a central passage to drain lubricating oil back to the oil sump.

14. The dual internal combustion engine of claim 1, wherein the plurality of lubrication nozzles are arranged in the second combustion chamber on the cylindrical body wall lubricate the second combustion chambers and the piston.

15. The dual internal combustion engine of claim 1, wherein the plurality of lubrication nozzles are arranged at the overlapping area of the top piston ring of the piston when the piston is at the top most position in the first combustion chamber and bottom piston ring when the piston is at the bottom most position in the second combustion chamber.

16. The dual internal combustion engine of claim 1, further comprising a plurality of fuel injectors positioned on the cylindrical body for pumping the fuel to the first combustion chamber and the second combustion chamber.

17. The dual internal combustion engine of claim 1, wherein the microcontroller controls the fuel injectors for pumping the fuel to the first combustion chamber and the second combustion chamber.

845

18. The dual internal combustion engine of claim 1, further comprising a slider connecting the piston rod to the crankshaft wherein the slider enables a vertical upward and downward movement of the piston rod and restricts a horizontal movement of the piston rod.

850

19. A dual internal combustion engine comprising:

a cylindrical body;

a piston provided in the cylindrical body;

a double acting piston head connected to a piston rod dividing the cylindrical 855 body into a first combustion chamber and a second combustion chamber;

a crankshaft connected to one end of the piston rod through the second combustion chamber;

a fly wheel connected to the crankshaft;

an oil sump to store a lubrication oil;

860 a plurality of lubrication nozzles arranged on a cylindrical body wall to lubricate the combustion chambers and the piston; and

a plurality of sealing rings at the bottom of the second combustion chamber through which the piston rod reciprocates;

wherein the combustion in the first combustion chamber takes place over the double acting piston head and the combustion in the second combustion chamber takes place below the double acting piston head.