Internal-combustion engines – Multiple cylinder – Cylinders in-line
Patent
1988-12-05
1990-04-10
Okonsky, David A.
Internal-combustion engines
Multiple cylinder
Cylinders in-line
123542, 123 65B, 123 71R, F02B 7526
Patent
active
049150642
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND AND OBJECTS OF THE INVENTION
The invention relates to a combustion engine of the Junkers type, i.e. with opposed pistons, in which the motion between piston and driveshaft and vice versa is transferred with a cam disc on the driveshaft. The engine has several cylinders, each with inlet and exhaust ports. The pistons of the engine have a cam roller to transfer the motion between the piston and the drive shaft and vice versa, the cam roller being arranged to be in contact with a cam curve on the driveshaft. The engine according to the invention has been designated the Diesex 4 engine.
Over the past three-quarters of the century our engine designers have steadily increased the number of horsepower per 100 kg weight of engines, reduced their fuel consumption per horsepower-hour and increased their combustion pressure.
At the beginning of the twentieth century, an engine of only a few horesepower would weigh 100 kg, the fuel consumption was about half a kilo or more per horsepower per hour, and the combustion pressure was about 20-30 kg/cm.sup.2. By the 1950s, these figures had been improved to 10-15 hp per 100 kg for heavy duty engines, and for aviation purposes the figures were down around 1 kg per hp, while the fuel consumption was around 1/4 kg per hp-hour for conventional engines and 0.16-0.20 kg per hp-hour for diesels. Combustion pressures had, by the 1950s, been raised to around 100 kg per cm.sup.2 for diesels, and the stresses on connecting rods and bearings began to be high. During the 1980s, the figures have been further improved by increasing the combustion pressure, which has reached 200 kg per cm.sup.2, i.e. 200 bar, but as a result connecting rods and bearings, piston bolts and crankshafts are approaching their maximum loadings, so that a change somewhere in the engine system is called for.
SUMMARY OF THE INVENTION
The combustion engine according to the invention constitutes a solution to these problems. In the Diesex 4 engine there will, quite contradictorily, be a combustion pressure approaching 300 bar, but this pressure is now equalized first and buffered down to a desired figure of 30-35 bar, which can in this context become both a maximum, average and minimum value (see the indicator diagram in FIG. 13). The combustion pressure is now extended and evenly distributed throughout the entire work stroke. As a consequence, a Diesex 4 engine for up to 200 hp need only weigh some 80 kg and has a fuel consumption as low as 0.125 grams per horsepower.
This has been achieved by designing a cam curve on the Diesex 4 engine such
that the pistons during the work stroke only receive the very rapid acceleration required to unload, equalize and buffer the very high combustion pressure on the pistons during their start and the first part of the motion of each piston stroke. This motion is then braked to a stop before bottom dead center, whereupon the mass force from the retardation of the pistons supplements the gas pressure on the pistons, which is gradually falling towards the stop position, so that it is raised to the full P.sub.mi -value (see the indicator diagram in FIG. 13) and
that the acceleration and retardation of the pistons during the compression stroke are chosen so that a resulting line, known as the reference line (5-bar line) is produced (see indicator diagram in FIG. 13). This reference line, which is calculated to fall at around 5 bar, means that the pistons are held pressed against the cam curve under a pressure of 5 bar, i.e. 250 kg, during the entire compression strokes.
When the pistons change direction on transition to the expansion stroke, the 250 kg increases to the P.sub.mi pressure (i.e. about 35.times.the piston area=35.times.50=1750 kg), instead of the figures of 6,000 to 8,000 kg, i.e. 120 to 160 bar, that are current nowadays.
Because, in the Diesex 4 engine, the major part of each piston stroke take place in less than half the time for a motion period compared with current motors, and because this pistonn stroke happens when the engine is at its hottest, heat l
REFERENCES:
patent: 2417487 (1947-03-01), Hall
patent: 3574997 (1971-04-01), Syrovy
patent: 4090478 (1978-05-01), Trimble et al.
patent: 4510894 (1985-04-01), Williams
patent: 4635590 (1987-01-01), Gerace
Mannerstedt, deceased Folke K. E.
Zinnerstrom, executrix by Margareta
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