AN INTERNAL COMBUSTION ENGINE

Abstract: According to its technical elements, kinematics and technology as well as to its construction the internal combustion engine relates to the crankshaft-piston type engines. Its field of application includes the entire usage range of the internal combustion engines but is especially appropriate for racing cars, including these one for Formula One. The characteristic feature is that the engine is a two-stroke one but operates with pure fuel without any addition of oil, whereupon the lubrication is forced as it is with the well known four-stroke engines, and possesses an inherent supercharging which enables to be employed as a gasoline or diesel engine.

Description: AN INTERNAL COMBUSTION ENGINE The present invention relates to an internal com ¬ bustion engine finding application as a piston gazoline or diesel engine with supercharging for all kinds of transportation facilities such as motor vehicles, motor cycles, motor-boats, racing cars, industrial trucks, light-weight aircrafts, as well as for water pumps, ge ¬ nerators, hand tools, multistage piston compressors and others. An internal combustion engine (1) is known, con ¬ sisting of a body in its upper hollow part performed as an internal cylindrical space whereas in its lower par± is shaped a crankshaft casing with the crankshaft posses- sing a journal and a connecting rod, the said connecting rod fitted in its lower end to the crankshaft. To the upper end of the connecting rod is suspen ¬ ded a compressor piston situated down of the cylindri ¬ cal space whereas upside of the cylindrical space is si- tuated the working piston connected through a pipe to the compressor piston. In the zone between the conrores- sor and the working pistons are shaped two horizontal valve plates forming a conduit connected throught a throttle valve to the intake port. Both valve plates have respectively an intake and an outlet port, symmetricaly disposed on both sides of the pipe between the pistons. The outlet port from the one valve plate and the intake port from the other valve plate are connected through a conduit and an intermedi- ate chamber to an intake valve in the uppermost part of the cylindrical space. Next to the intake valve is situ¬ ated an outlet valve whose port is also connected through a conduit. The disadvantages of the known engine are as fol- lows: comυlicated construction with large overall dimen¬ sions leading to great inertia of the moving parts which inertia is partialy balanced; complicated gas-distribu¬ ting mechanism and valve system, using lamilar (plate) and bevelseated (conical) valveS; long and complicated ways of the feeding and the discharging conduits lea ¬ ding to an enhancement of the resistance of the air - fuel mixture and of the exhaust gases accordinglyjlo- wer specific power per unit of working volume and weight having in mind that the engine is operating as a four- stroke internal combustion engine; as well as a worse ¬ ned lubrication of the upper part of the inside cylin¬ drical space and of the working piston. The task of the present invention is the elabora ¬ tion of an internal combustion engine possessing to a large degree a simplified construction with reduced over¬ all dimensions, a simplified gas-distribution mechanism using short and direct feeding and discharging ways of conduits, with encreased specific power per unit of vo¬ lume and weight, as well as a normal lubrication of the upper part of the inside cylindrical space and of the working piston. This task is achieved with the internal combustion engine according to the present invention, consisting of a body with a spark plug in its upper hollow part perfor ¬ med aa an inside cylindrical space in which space is si¬ tuated the working piston whereas in its lower part is shaped the crankshaft casing with the crankshaft posses- sing a journal in lower position and a connecting rod bearing-mounted in its lower end to the crankshaft. At the upper end of the connecting rod is suspended a com ¬ pressor piston situated down of the cylindrical snace of the body, whereupon in the upper part of the body is sha- ped the intake port with a throttle valve, whereas be¬ low of the intake port is situated the exhaust port. The working piston is elaborated as an one-piece body whose lower part having a larger diameter into which is put in. the compressor piston and whose upper part beneath the rings as a port, which port in the upper dead point is just in front of the intake port. The exhaust port is situated upon the lower part of the working piston in lo¬ wer dead point and the working piston is fitted diarπetri- cally opposite respectively to the both connecting rods suspended through the journals in upper position of the cranksha t. According to a variant implementation of the en- gine in conformity with the invention, to the intake port shaped in the upper part of the body is foreseen also an intake valve and to the exhaust port is foreseen an exhaust valve, whereupon the port in .the upper part with a smaller diameter of the working piston is situated over the rings beneath the foreseen intake valve in the body. The advantages of the internal combustion engine ac ¬ cording to the invention are as follows: it operates as a two-stroke engine without need of oil addition into the fu ¬ el for lubricating the details in the internal cylindrical space; there is no need of valve system and gas-distribu ¬ tion mechanism; the engine enables from 3 to 6 time the en ¬ hancemen of the specific power per unit of volume and weight of the construction; during the pistons operation is used, a counterstroke motion offering favourable condi- tions for relieving the dynamical balancing of the moving details as well as a straightflow scavenging and charging of the combustion chamber. More in details the invention is explained refering to the enclosed figures as follows: Figure 1 shows a cross-section of the engine in the upper dead point of the working cylinder. ϊigure 2 shows a cross-section of the engine while the working cylinder is in a moment of expansion/compres¬ sion of the fuel-air mixture. figure 3 shows a cross-section of the engine in the lower dead point. iigure 4 shows a cross-section of the engine illus¬ trating application of intake and exhaust valve. As it is shown on Figure 1 the internal combustion engine according to the invention is built by: a body 1 in whose upper part is situated the working piston r>_ con¬ nected through two connecting rods 3 and 4 and the res¬ pective journals 15 and 16 in the upper position of the crankshaft 5 situated in the lower part of the body 1 shaped as a crankshaft casing 11. Between both journals 15 and 16 in lower position is situated a third journal 14 of the crankshaft 5 to which third journal 14 is fit- ted the connecting rod 6 connected to the compressor pis ¬ ton- 7 situated inside of the space of the lower part 12 of the working piston 2, which part 12 has a larger di ¬ ameter. Upon the lower part 12 is situated the upper part 13 of the working piston 2, which part 13 has a smaller diameter and both parts together form a body wherein the upper part 13 in its upper end beneath the rings 17, has a port 19 situated in the upper dead point of the engine in front of the intake port 8 with throttle valve 18.As it is shown on figure 4, the port 22 is situated beneath the intake valve 20. Furthermore, in the upper part of the body 1, below the intake port 8 is situated the exhaust port 9 itself in the lower dead point according to the figure 3 upon the lower part 12 of the working piston 2. As it is shown on figure 4, after the exhaust (outlet) portSis situated the outlet valve 21. In the upper part of the body 1 stands the spark plug 10 aperture. The engine is operating as follows: As it is shown on figure 1 the working piston 2 of the engine is in the upper dead point, while the compres¬ sor piston 7 is in the lower dead point and owing to the vacuum created in the inside space of the working piston 2 a suction of fuel-air mixture is produced by the intake port '-- *■ ' ■ 8 ( or as it is shown on figure 4 by the intake valve 2 0) of the body 1 and by the port 19 ( or as it is shown on figure 4 by the port 22) of the working piston 2. All this fuel-air mixture is compressed as a result of the displacement of the working piston 2 downward to the lo- wer dead point and the respective displacement of the com¬ pressor piston 7 toward the upper dead point, according to the figure 2. When reaching the lower dead point by the working piston 2 and the upper dead point by the compressor pis¬ ton?, as it is shown on the figure 3, the compressed fu¬ el-air mixture flows through the port 19 (or as it is shown on figure 4 through the port 22) of the working piston 2 into the space formed between the upper part of the body 1 and the wqrking piston 2 itself. The fuel-air mixture fallen into the combustion chamber of the engine is subjected to compression by the displacement of the working piston 2 toward the upper dead point and when reaching it according to the figure 1, the mixture is ignited realizing the working stroke. At the opening of the outlet port 9 according to the figure 3 (or the val¬ ve 21 according to the figure 4) by the working piston 2 according to the figure 3, the burned gases flow out through the outlet port 9 and in the next moment the com¬ bustion chamber of the engine is filled with the fresh fuel-air mixture entering through the port 19 (or as it is shown on the figure 4 through the port 22) of the wor- king piston 2. In this moment is accomplished a straight- flow and a vortex-flow high performance scavenging of the combustion chamber and afterwards the abovedescribed wor ¬ king process is cyclicaly, manyfold repeated, realizing the operation of the engine. The high efficient performance of the engine ac ¬ cording to the invention is achieved owing to the coor ¬ dination of a great number of constructive and physical factors such as: the reduced lenght of the suction track; the absence of unnecessary constructive spaces and the double space resulting from the countersense motion of the working piston 2 and the compressor piston 7, enab ¬ ling the achievement of an exclusively favourable char ¬ ging of the engine with the fuel-air mixture. The high- velocity under pressure assing of the fuel-air mixture through the small port 19 (or through the port 22 as it is shown on figure 4) of the working piston 2, provokes an additional homogenizing, atomization and evaυoration of the mixture. All this allows the achievement of a full economical and ecologicaly pure combustion process. The straight-flow and the vortex-flow motion of the fuel-air mixture enables the complete scavenging of the burnt gases and at the same moment the cooling of the spark plug and its safe contacting with the combus¬ tion mixture. The absence of valves, springs, camshafts, the utilisation of the classical two-stroke working principle, the supercharging with the fuel-air mixture as well as the abovementioned advantages which are mis- sing in the known similar engines, enable to be achie¬ ved an extrin&y high power per litre of displacement and efficiency, other conditions such as volume,weight, tur ¬ bo-compressors, computer control, fuel injection etc. being equal. The complete mechanical separation of the spaces above the pistons, the intake port 8 and the outlet port 9 of the casing 11 housing the crankshaft 5 and the three connecting rods 3, 4 and 6 enable the lubrication of the engine under pressure using the casing 11 charged with oil and the oil pump, unshown on the figures, for lubricating the moving parts as it is done in the clas¬ sical four-stroke engines. All this enables the increa¬ sing of the tightness of the working piston 2 and the compressor piston 7, the noiselessness of the engine and the additional cooling of the working piston 2 by means of the oil which is cooled from the inside by the sucked in fresh fuel-air mixture. The possibility of the engine according to the invention to operate as a two-stroke engine with a pure fuel-air mixture without an obliga- tory addition of oil createsthe conditions for a highly ecological performance at a minimal cost. REFERENCES 1. Great Britain. U° 2149006, class F 02B 33/10 applied the 30.09.1983

Claims: C L I M S 1. An internal combustion engine consisting of a body with spark plug, shaped in his upper part as a hol- low body with an inside cylindrical space into which spa ¬ ce is disposed the working piston while in its lower part is shaped the casing with a crankshaft in the lower po¬ sition and a connecting rod fitted in its lowe end to the crankshaft, whereas at the upper end of the connecting rod is suspended the compressor piston situated down of the cylindrical space of the body, whereupon in the up¬ per part of the body is shaped the intake port with a throttle valve and beneath of the intake port is situa ¬ ted the outlet (exhaust) port, wherein the working piston 2 is performed as a body whose lower part 12 having a larger diameter into which is situated the compressor piston 7 and with a upper part 13 having a smaller diameter, whereas the upper part 13 beneath the rings 17 has a port 19 which port in the upper dead point is disposed in front of the intake port 8, while the out¬ let port 9 is situated upon the lower part 12 of the wor¬ king piston 2 in lower dead point, whereas the working piston 2 is mounted diametrically opposite respectively to the both connecting rods 3 and 4 suspended through the journals 15 and 16 in upper position of the crankshaft 5. .«n internal combustion engine according to the cla'm 1 , wherein to the intake port 8 shaped in the upper part of the bo- dy 1 is foreseen an intake valve 20, while to the outlet port 9 situated beneath the intake port 8 is foreseen an outlet valve 21, whereupon the port 22 in the uoner part 13 of the working piston 2 having a smaller diameter, is situated upon the rings 17, whereas the port 22 in the upper .dead point is situated beneath the intake valve 20 foreseen in the body 1.

Inventors: GOLEMINOV KOSTADIN ASENOV, GOLEMINOV KOSTADIN KOSTADINOV, GOLEMINOV, KOSTADIN, ASENOV, GOLEMINOV, KOSTADIN, KOSTADINOV
Applicants: GOLEMINOV KOSTADIN ASENOV, GOLEMINOV KOSTADIN KOSTADINOV, GOLEMINOV, KOSTADIN, ASENOV, GOLEMINOV, KOSTADIN, KOSTADINOV
Application year: 1993
Main classification: F02B75
IPC codes: F02B3, F02B33, F02B75