Internal-combustion engines – Adjustable combustion chamber – Piston in head adjusted
Patent
1988-06-14
1991-03-12
Okonsky, David A.
Internal-combustion engines
Adjustable combustion chamber
Piston in head adjusted
123 52A, F02B 7504
Patent
active
049985116
DESCRIPTION:
BRIEF SUMMARY
The present invention concerns a variable volumetric ratio, self-ignition internal combustion engine such as is described in the Luxemburg patent No. 86 506 for a controlled ignition, mixed combustion cycle engine, which comprises an axial grouping of three cylinders disposed in a triangle thus permitting a parallel centralisation of the two crankshafts in the cylinder block.
The surpose of the present invention concerns the means of building a self-ignition internal combustion engine capable of operating at low compression rates and high supercharge rates. These means permit the introduction into the cylinder of a greater quantity of air allowing the combustion of a higher weight of fuel without increase in maximum pressure; it derives from these means an increase in the average pressure without having to increase the maximum pressure. Means for starting and operating the engine without the addition of a supercharge are also provided.
To achieve this and according to the invention, it appeared advantageous to build an engine comprising the grouping together of two axially arranged cylinders side by side, to allow a centralisation of two crankshafts in the cylinder block. Each cylinder has its corresponding piston, the first piston moving in the first cylinder and ensuring the inlet, compression, expansion and exhaust cycles, this first piston, via a connecting rod, depending on the first crankshaft located in the cylinder block, the second piston moving in the second cylinder delimiting the pre-combustion chamber in which are located a heater plug and a fuel injection nozzle, this second piston, via a connecting rod, depending on the second crankshaft also located in the cylinder block. By means of a transmission arrangement the first crankshaft is connected to the second crankshaft via the coupler located either inside or outside the cylinder block. The accelerator control acts in a known way on the quantity of fuel to be injected into the pre-combustion chamber.
The invention is applicable to both two and fourstroke engines.
As an example, we have represented a preferred version of the invention, related in particular to a two-stroke engine. In any event, it will be readily understood by means of the description which follows as well as by means of the attached drawings where:
FIG. 1 is a partial view of the cross-sections across the two parallels A--A of the transversal part of a two-stroke engine showing in the foreground gearing ensuring via the coupler the transmission between the two crankshafts.
FIG. 2 is a plan view of the cylinder block gasket face connecting to the cylinder head through parallel plane cross-sections A--A.
FIG. 3 is a plan view of the cylinder head gasket face connecting to the cylinder block through parallel plane cross-sections A--A.
FIGS. 4-6 are further views of the engine.
In accordance with the invention, the drawings illustrate an engine uniting in a parallel arrangement, side by side, the first and second cylinders (2) and (7) in a manner such that the latter are aligned obliquely on the plane of the cylinder head gasket face (23,24) in relation to the lines of shafting of the two crankshafts (4) and (13). The advantage of this arrangement is that it allows for the wedging in of the rotational planes of the two pins in a manner such that the rotational plane of the first crankshaft (4) wedges in beside the rotational plane of the second crankshaft's pin (13). The bottom orifices of the two cylinders (2), (7) intended for the movement of their pistons respectively (1) and (6), are located in the cylinder block (5) opposite the two crankshafts (4) and (13) respectively and the engine oil crankcase (14).
This wedging in arrangement offers the advantage of reducing the centreline distance between the axes of the two crankshafts (4) and (13) as well as that of the two cylinders (2) and (7), thus resulting in a reduction of the bulk of the cylinder block (5).
According to the form of engine construction, where the coupler is located axially outside the cylinder block (5) (see
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Farber Martin A.
Okonsky David A.
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