Internal combustion engine

Details Internal combustion engine Internal combustion engine

2000-03-02

2001-09-04

Solis, Erick (Department: 3747)

Internal-combustion engines

Charge forming device

Auxiliary air or gas used to inject fuel

Reexamination Certificate

active

06283099

ABSTRACT:

TECHNICAL FIELD
The invention relates to an internal combustion engine with a crankcase and a fuel injection system supplied with compressed air, whose piston compressor has a piston guided in a cylinder and a driving crankshaft in operating connection with the engine crankshaft.
STATE OF THE ART
It is known in two-stroke internal combustion engines (U.S. Pat. No. 4,674,462) to provide a fuel injection supplied with compressed air, which is connected to a piston compressor whose driving crankshaft is in operating connection with the engine crankshaft by a belt drive. Although a fuel injection assisted by compressed air has advantages not only in two-stroke but also in four-stroke internal combustion engines, these advantages may be achieved only with relatively high construction costs, which is due primarily to the piston compressor whose space requirement must be taken into consideration.
SUMMARY OF THE INVENTION
The object of the invention is, therefore, to design an internal combustion engine with a fuel injection system supplied by compressed air so that the space and construction requirements resulting from the piston compressor are substantially reduced.
In an internal combustion engine of the first described type, the invention reaches this object by making the crankcase the cylinder for the piston of the piston compressor.
This produces the advantageous condition of being able to do away with a housing for the piston compressor because the crankcase of the internal combustion engine serves as the housing for the piston compressor if the crankcase constitutes its cylinder. For example, a cylindrical bushing for the piston of the piston compressor may be inserted in a cylindrical bore of the crankcase for this purpose. However, it would also be possible to guide the piston of the piston compressor directly in a coated cylindrical bore of the crankcase. Regardless of the selected mode of construction, a cylinder constituted by the crankcase dispenses with the cost for the housing unavoidable in the known constructions, in addition to which the arrangement saves space because the cylinder with the piston of the piston compressor may be arranged in the upper part of the crankcase without any change in the cylinder block of the internal combustion engine.
Although a direct drive by the crankshaft would be possible, particularly advantageous construction conditions are obtained if a compensating shaft driven by, and parallel to, a crankshaft mounted in the crankcase constitutes the driving crankshaft for the piston compressor because, in this case, the crankshaft remains free and the compensating shaft, which is present anyhow, may be used for this purpose so that there is no expense that would otherwise be connected with the arrangement of the crank drive for the piston compressor. However, the compensating shaft must be so designed with respect to the compensating masses that the mass forces and moments of the crank drives of the internal combustion engines as well as the piston compressor are taken into consideration.
If the compensating shaft projecting beyond its bearing on the side of the piston compressor carries a crank arm at its end face to which the piston rod of the piston compressor is floatingly linked, the conventional mounting of the compensating shaft in the crankcase may be retained, which must be preferred for receiving the piston compressor at the end face over the compensating shaft. Such a crankcase structure may be readily taken into consideration when the crankcase is cast so that any additional cost connected therewith hardly counts.


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