TWO-STROKE HIGH POWER ENGINE

Abstract: This invention is one of a reciprocating internal-combustion engines. Because former engines have the maximum pressure of combustion when piston and crank arm are on a straight line, it gives only large mechanical stress on the engine, and thermal and work efficiencies are reduced. This invention, finishing the 4-stroke cycles within 2 stroke-period promotes the work and thermal efficiencies, decreases the weight and volume per unit power and saves energy by the active use of exhausted heat because ignition is done at the large fixed crank shaft angle after T.D.C. where the rotative force is very large. It is, therefore, suitable to ship, heavy equipment, bus, truck, train and generators that need high power and is suitable for cars and especially airplanes that need small weight and volume per unit power.

Description: TWO-STROKE HIGH POWER ENGINE TECHNICAL FIELD This invention is an internal combustion piston engine. BACKGROUND ART Since the former engine has the explosion combustion process of maximum pressure at the moment of the piston and the crank arm are almost on the straight line, a considerable large mechanical stress is produced in the engine rather than the piston which transmits the rotative force to the crank shaft. The weight of the engine is, therefore, bound to be heavy, and the thermal work and efficiencies are reduced because some generated heat energy is used to heat up the engine rather than transformed to work. Second, high intake temperature because of the hot cylinder and the remaining exhaust gases are another factor of reducing the amount of the intake of fresh air. Third, because the closing time of the intake valve is set to a fixed angular velocity regardless of the variation of the angular velocity, the delivery ratio of air is reduced in other velocity ranges. Fourth, since there are both intake valves and exhaust valves within one cylinder which have overlap of operating angles and there is room for compression, the intake of fresh air is disturbed by the back pressure in operating an exhaust-driven supercharger. Fifth, coexistence of intake-exhaust valves could be a restriction of increasing the number of valves or enlarging the valve sizes for reducing the intake-exhaust resistance. Sixth, the supercharger system used in trucks is not efficient at low speed and some of the exhaust gases should be by-passed when a truck is moving at high speed, so energy recovery from exhaust gas is very poor. This new invented engine finishing perfect 4-strokes within a two-stroke period, makes an explosion combustion at a fixed crank angle after top dead center(T.D.C) to improve the demerits of the old engine. Owing to this mechanism the new engine promotes the power/weight or power/volume ratio and increases the work and thermal efficiencies, and it always enables the maximum delivery ratio of air. And it recovers wasted heat energy by using actively the remained explosion pressure of the exhaust gas. DISCLOSURE OF INVENTION The detailed explanations of the invention by using the drawings are as follows. If there are more than two parts in the drawing which serve for the same role, dashed numbers attached to the original number for the need of explanation as in the following example. ex) 2, 2-1, 2-2 The new engine operates as follows. The basis of new engine with one stroke of combustion-piston(2) and two strokes of compression-piston(9) is to perform the role of suction and compression cycles which are done by the combustion piston in the usual engines. While combustion-piston(2-l) is moving up from the bottom dead center(B.D.C) to the top dead center(T.D.C), exhaust takes place by exhaust-valve(3-l) which is opened by exhaust cam on the exhaust-cam-shaft(4) rotating with the same revolution speed as the combustion-crank-shaft(lθ), and, on the other hand, compression-piston(9) rotating with double speed intakes and compresses air from intake-valve(ό) opened by intake cam on the intake-cam-shaft(7) which rotates with the same revolution speed as the combustion-crank-shaft(lθ). At the same time closing the intake-valve(ό), the dilute-nozzle(13) sprays the lean mixture fuel which cannot be ignited by compression heat or spark, into the compression-cylinder(8). When the combustion-piston(2-l) reaches at T.D.C., most of the exhaust gas is expelled through the opened exhaust-valves(3-l) because there is no clearance volume between cylinder-head(14) and combustion-piston(2-l) at the end of the exhaust stroke and the exhaust-valve(3-l) is closed. Though the compression-piston(9) is under compression owing to the lack of room for compression in combustion-cylinder(l-l), the middle-valve(5-l) still keeps on closing. After that, there is a space for compression which is resulted from the lowering of combustion-piston(2-l). The compressed lean mixture with strong vortex starts to go into the space of combustion-cylinder(l-l) from compression-cylinder(8), through middle-valve(5-l) opened by middle-cam(21) on intake-cam-shaft(7) and through compression-pipe(15) which has the direction to the side of combustion chamber. When the compression-piston(9) reaches T.D.C., middle-valve(5-l) closes, the compression stroke is finished, and the combustion space is closed completely. When the compression-piston(9) reaches T.D.C., because of the leaned compression-cylinder(8), the upper part of the compression-piston(9) passes compression-cylinder(8) and gasket(22) and reaches just under the middle-valve-pole(18) which sets up the cylinder-head(14) slantly. The compression ratio is the comparison between the clearance volume and the stroke volume and it becomes the instantaneous maximum value when the velocities of the two pistons(2-l,9) are the same, because combustion-piston(2-l) comes down reversely. When combustion-piston(2-l) reaches T.D.C., the exhaust-valve(3-l) is closed and the fuel from the main-nozzle(17) is sprayed to the folding part, the maximum temperature part, on the combustion-piston(2) head. The sprayed fuel is evaporated instantly and mixed with the compressed lean mixture, then it becomes an active mixture with high-pressure and high-temperature which is suitable for ignition for combustion. In this way, it forms homogeneous mixture quickly, reduces combustion time and makes complete combustion. When the middle-valve(5) is closed, the valve is balanced by the same pressure acting on both sides of the middle-valve(5) and the middle-valve-pole(18) by the pressure of compression gas from compression-hole(15) on the compression-cylinder(8), so middle-valve(5) is forced only by tip spring at the end of the middle-valve-pole(18). Now, the valve-ring(19) prevents leaking of the compressed gas and the oil-slot(20) supplies the lubricating oil. Starting to go round, the intake-cam-shaft(7) through the cam-bevel-gear(53-l) the valve-bevel -gear(53-2) is received rounding power on a right angle, and then the conical-valve(51) in the same body sticks to the inside of the sleeve(55) by means of a spring and begins to turn, and send the compressed gas from compression-cylinder(8) to the combustion chamber with closing and opening once the compression-hole(15) to link between combustion-cylinder(l) and compression-cylinder(8). In addition, the compression from both sides is made not to leak on the opposite direction of each other. By this time in spite of composition which is designed for the ratio of one time rounding the cam-bevel-gear(53-l) to two times rounding the valve-bevel-gear(53-2), the valve-bevel-gear(53-2) doesn't turn twice but only one time rounding in conclusion. The reason is that the valve-bevel-gear(53-2) turn or not is due to the composing of teeth of the cam-bevel-gear(53-l) being scattered here and there. The compression-cylinder(8) raises the density of intake air by circulating the cooling water by force without thermostat. Just before the closing of the middle-valve(5-l), the mixture is ignited by two ignition-plugs (16-1), spreading flame with high-temperature and high-pressure in every direction. The mixture is pushed into the groove of glow-coil(48), is mixed with remained combustion gas in the groove, is ignited by glow-coil(48) before the arriving flame from ignition-plugs(lό-l). The mixture in the combustion-cylinder(l-l) is under quick combustion in a moment and pushes down the combustion-piston(2-l) by high pressure. The new engine needs simultaneous and multiple combustion processes, like knocking, because the explosion stroke is continuing while the combustion-piston(2) is going down. Now, the combustion-piston(2-l) transmits larger rotative force to combustion-crank-shaft(lθ) than a usual engine does, because combustion-piston(2-l) has a certain angle of combustion-crank-shaft(lθ) after T.D.C. If the engine rotates at a high speed, the mixing time of air and fuel becomes short. So the new engine needs to make pre-mixed gas in the compression-cylinder(8) that has enough time and space to mix air and fuel. The main-plunger(26) of injection-pump(39) pumps fuel once a rotation of the combustion-crank-shaft(lθ) and sends the fuel to the main-nozzle(17) through the main-fuel-tube(23) so that the diluted mixture being pressed in the compression-cylinder(8) becomes combustible mixture by adding the fuel. The accelerator-rack(25) moving with the accelerator-lever(38) controlled by the driver controls the amount of fuel in the main-plunger(26) and eventually the new engine's speed. The dilute-plunger(29) pumps fuel twice per one-rotation of the combustion-crank-shaft(lθ) and then adds constant fuel through the dilute-fuel-tube(24) to the dilute-nozzle(13) and the amount of fuel can be adjusted only by the dilute-handle(28) and the start-rack (34). In order to start the new engine quickly in the cold weather, it needs to make combustible rich mixture in the compression-cylinder(8) instantaneously. So, in order to increase the amount of fuel in the dilute-plunger(29), the start-rack(34) is pulled so that the dilute-plunger(29) is rotated on a large angle by the start -gear(33). At this moment, the dilute-plunger(29) rotates and overcomes the force of the return-spring(32) on the dilute-plunger-gear(30) with the dilute-handle(28). If the start-rack(34) is released, the dilute-plunger(29) returns to the former piston at the stop-pin(31) by the force or the return-spring(32) and reduces the amount of fuel as before. The dilute-handle(28) controls the amount of fuel precisely. In general, the supercharger has low efficiency in low speed but fits high speed. If it is used with the compression-cylinder(8) in the new engine, the combustion has high efficiency even in low speed so that the engine intake always has the maximum amount of air. Since the supercharger(46) needs much higher revolution speed than the engine generally, the compression-crank-shaft(l l), supercharger(46) and the gas-turbine(47) are assembled by the combination of ring-gear(40), planet-gear(41) and the sun-gear(42) so that the compression-crank-shaft(ll) and the sun-gear(42) should have the revolution speed ratio of 1:20. At start or low speed the new engine does not need the operation of the supercharger and it needs only operation of the compression-piston(9) which has good efficiency as a volume compressor at low speed. If the rotating disk(44) is held by the brake(45), the compression-crank-shaft(l l) and the sun-gear(42) are joined like one shaft by the medium of planet-gear(41). In opposition, if the disk is released those shafts are separated. Exhaust gas from combustion-cylinder(l) is expanded at low pressure in the gas-turbine(47) which helps to supercharge air into the compression-cylinder(8) and sends the power to the compression-crank-shaft(l l) at the same time, so the exhaust gas is withdrawn. Also, another combustion-piston(2-2) rotating at the phase 180° the difference repeats the operations as the above explanation and repeats the explosion and exhaustion strokes. Like this, the new engine operates continuously because two combustion-pistons (2- 1,2-2) with a compression-piston(9) have the explosion-stroke alternately. The characteristic of the new engine is that it transmits a large rotation force to the combustion-crank-shaft(lθ) because it ignites during the descending stroke of combustion-piston(2). The new engine might have the absence of pressure in the combustion chamber due to the slowing of combustion velocity, because the increase of combustion volume lowers the pressure and the temperature. But, because the rotation of the engine is primarily due to the expansion pressure, the velocity of combustion-piston(2) cannot be faster than the combustion velocity of the mixtures. If the engine ignites in the process of the compression, like a usual engine, the engine gets large expansion pressure due to the following reasons. First, the engine makes activated mixture gas which has the same high temperature and compression ratio as a usual engine. Second, it can ignite during compression as follows. The dimensions of the compression part and combustion pan are the same. -, _ connecting rodj t) ,_ , ■, crank radiusi r) ' ' ω = angular velocity θ = rotation angle from T.D.C. When compression-crank-shaft(l l) rotates by double speed of combustion -crank-shaft(lθ) with opposite direction and delayed phase angle of 30\ the value of the angle when the rotation moments of two-crank-shafts(10,l l) are equal in 0 ° < θ < 30 ° , can be calculated as follows : Rotation moment : M ) ] Combustion crank shaft : Compression crank shaft : M 2 —2 / l - si" 2 2(*-30) [ sin2( g-30) { cos2( ^_ 3 o) + A ^ - sin 2 2(g-30) } ] The approximate value of θ is 24.2 ' when M \ = M 2 - As it was mentioned before, the value of the angle can be calculated as follows when the speeds of two-pistons(2,9) are equal at instantaneous maximum compression ratio: Piston velocity : V= rω( sin θ+ - τ sin 20) Combustion piston : V* = <y(sin θ+ -rr sin 2 θ) o Compression piston : V 2 = -2ω{ sin2( (9-30) + i- sin4( 0-30)) The approximate value of θ is 24.2 ° when V- = V 2 ■ The rotation moments and the speeds of pistons are equal respectively from the above two parts of the equations when the phase angle of the combustion-crank-shaft(lθ) is 24.2 ' after T.D.C. and that of the compression-crank-shaft(l l) is 11.6 " before T.D.C. The calculated compression ratio is used until the angle of the compression-piston(9) is 0 ° , i.e, the angle of combustion-piston(2-l) is 30 ° after T.D.C, but, strictly speaking, the expansion process begins from 24.2 ° and the combustion-piston(2-l) does adiabatic expansion from 30 ° . When the radii of two-pistons(2,9) are equal, the compression ratios are 12:1 when the difference of phase angle is 30 ° . Therefore, if we decide the time of ignition considering the compression ratio and rotational moment, the range of 5.8 " from 24.2 ° to 30' of combustion-crank-shaft(lθ) would be optimized, but owing to the delayed time for spreading of flame, the ignition should be made in the appropriate range earlier than the range like a usual engine. If we ignite like above, expansion pressure of combustion chamber gives the same pressure to combustion-piston(2-l) and compression-piston(9) through the middle-valve(5-l). But because the rotating angle of each-crank-shaft(10,l l) is already set, the difference between inertia moment and rotating moment breaks the balance of forces and a larger rotative force of combustion-crank-shaft(lθ), turns compression-crank-shaft(ll) to force all dilute mixture for combustion into combustion chamber in combustion state through opening the middle-valve(5-l) until compression-piston(9) reaches to T.D.C, and the remained rotative force produces work. It is the case of the jet engine whose exhaust gas turns a suction and compression turbine and the rest becomes a driving force. If we compare the new engine with the former engine having compression space separately at the same amount of exhaust gas and the same compression ratio, the compression are as follows : Cylinder volume of former engine = Vi Compression volume of former engine = V2 Combustion pressure of former engine = Pi Cylinder volume of new engine = V 3 Combustion pressure of new engine = P 3 , The V of the new engine is stroke volume as well as cylinder volume that is the amount of exhaust gas directly. The Vi of the former engine is the summed volume of compression space and stroke volume. Therefore, V*=V 3 +V2 results in Vι>V 3 . For the same heat energy from combustion in this cylinder volume, the work is given by work= V,*P,=V 3 *P 3 . Since the cylinder volume of new engine is less than that of the former engine, Vi Pr 3 -x J V Vi , , . P f 3 -x -77- = = - ^5τ- aanndd -77Γ- >> 11 rreessuullttss i inn --5~f-- > 1 and A > Pi v 3 -n 3 f \ Namely, the combustion pressure of the new engine is larger than that of the former engine, because compression volume V? in the former engine does not contribute to make work. In other words, only the stroke volume in which the piston moves with pressure P and the pressure at instantaneous stroke volume make work, i.e., W = P*V. From this fact the work from the former engine is equal to Pι*V 3 and the work from the new engine is equal to P 3 *V 3 . When the amounts of exhaust gas, compression ratios, and supplied heat are of the same respectively, the new engine does more work(P *V 3 ) than the former(Pι*V 3 ). In addition, for the case of the former engine, the flame starts at about 20 ° before the T.D.C. and progresses about 75% in volume and about 50% in weight at the T.D.C. and makes complete combustion at the angle of 30 ° after T.D.C, so that combustion takes place over 50 ° of crank shaft, and the exhaust gas pressure of the former engine after T.D.C. is dropped rapidly. But the new engine's combustion starts at 20 ° after T.D.C. by two ignition-plugs(lό) and a glow-coil(48), and the combustion progresses over 50 ' like the former case and continues around 75 " that is the point of the most rotation momentum, so the new engine keeps up the large pressure after T.D.C. and the pressure of exhaust gas is higher than the former engine. The rising ratio of combustion pressure which is the basic source of power is proportional to that of energy generation that is the ratio of combustion weight. So, for the former, the maximum pressure is maintained in the range of about 15 ° . By the same reason, the new engine can make maximum pressure in the latter half of the combustion period. Though the delay period of combustion of mixture is constant, the period of combustion in the new engine is proportional to velocity of compression-piston(9) because it is affected by the vortex in the cylinder. Since the new engine has a necessary and sufficient condition to produce the efficiency of a rotary engine, the new engine with a supercharger can generate excellent power that is much better than the former engine. Because the former engine has the same cylinders and mechanism, the methods of transmitting generated work to crank shaft are the same, so that the amount of work can be estimated by comparing the area on indicated (P*V) diagram with each other. There are no differences between the former engines, but the process of the new engine that gives the work to the crank shaft is different from the former and the piston of the new engine draws larger volumes at the moment of larger rotative moment. So we must compare the integrated value of P*V from each moment and from the same work we can get, not only work but force which promotes the rate of work transmission. Because rotation of the engine is derived of explosion power of fuel, it is possible for well-designed airplane to have angular velocity more than 10,000rpm. This is due to the shortened combustion period of a well-mixed mixture. In this respect, it is sure that this invention works. The effects of the new engine are as follows : First, the compression-cylinder(8) cooled almost to the normal temperature raises the density of fresh air. Second, the compression-cylinder(8) is a kind of compressor and plays the role of a supercharger. Third, while the engine is rotating at high speed, the efficiency of supεrcharger(46) is rising. So the low efficiency of compression-cylinder(8) is compensated. It intakes the maximum amount of air and outputs the maximum power. Fourth, the new engine has a larger rotative moment than the former engine at the moment of maximum pressure. Simultaneously the following process of explosion of combustion-piston(2) makes larger effective work. Fifth, owing to early ignition at the 20 ° after T.D.C, the new engine has good efficiency that almost reaches to that of the rotary engine. Sixth, since the new engine has intake and exhaustion- valves(3 ,6) separately in each-cylinder(l,8), it can reduce the resistance of suction and exhaustion because it has enough space to make larger valves. Seventh, because of the short remaining time of high-temperature and high-pressure gas in the combustion-cylinder(2) than ever, it can reduce the heat loss. Eighth, since the air including little amount of fuel is compressed, it raises the strong vortex resulting in perfect mixture quickly. Also, with the perfect discharge of exhaust gas, the new engine increases the work and decreases the smoke due to perfect combustion. Ninth, it is easy to rotate the gas-turbine(47) because of high pressure of exhaust gas owing to decreasing of cylinder volume. Tenth, there is no disturbance in sucking the fresh air regardless of back pressure in the exhaustion stroke, we can recover more exhaust heat by supercharging and turning back the expansion force of exhaust gas. Eleventh, we can decrease the negative work by reducing the diameter of compression-piston(9) than that of combustion-piston(2). Twelfth, the new engine can reduce the weight and volume per power than the former, because the role of the two combustion cylinder and one compression cylinder in the new engine is equal to the role of 4 combustion cylinders in the former engine. Thirteenth, because the new engine makes combustion in the middle of expansion, the load on the engine is more obvious than the former engine. BRIEF DESCRIPTION OF DRAWINGS Fig. 1 - Brief drawing of die new engine Fig. 2 - Conposition of Cylinder-block Fig. 3 - Lower view of cylinder-head Fig. 4 - Section of A-B with middle-valve Fig. 5 - Conposition of injection-pump Fig. 6 - Composition of dilute-plunger Fig. 7 - Front view of dilute-plunger components combined with start-gear Fig. 8 - Plane view of dilute-plunger components combined with start-gear Fig. 9 - Injection-pump cam-shaft components Fig.10 - Combination of compression-crank-shaft, supercharger and gas-turbine Fig.11 - Coupling the compression-piston to the glow coil Fig.12 - Conposition of Double-radiator Fig.13 - Exhaustion, compression and explosion stroke with phase angle 30° Fig.14 - Fuel injection, end of compression and exhaustion stroke with phase angle 30° Fig.15 - Explosion, suction and exhaustion stroke with phase angle 30° Fig.16 - Composition of the conical- valve. Fig.17 - Composition of the round-valve. Fig.18 - Composition of the teeth of a cam-bevel-gear on 30° of phase difference. BEST MODE FOR CARRING OUT THE INVENTION The new engine consists of as follows. One cylinder-block(12) consists of two parallel combustion-cylinders(l) and one compression-cylinder(8) placed slantly between them in order to avoid interference of crank shaft and reduce the loss of compression. The combustion-crank-shaft(lθ) that operates combustion-piston(2) and the compression-crank-shaft(l l) that operates compression-piston(9) are attached to the combustion gear and the compression gear respectively which has a 2:1 gear ratio. The length of the combustion-cylinder(l) and the stroke of the combustion-piston(2) are the same. The length of compression-cylinder(8) and the stroke of compression-piston(9) are the same. The cooling system of compressiσn-cylinder(8) is separated from that of combustion-cylinder(l) and each system is cooled by the compression-radiator(49) and the combustion-radiator(50) respectively which are in front and in rear separately, and the compression-cylinder(8) does not need the thermostat. The glow-coils(48) are mounted in the groove on the head of the combustion-piston(2) and the folding is mounted partly on the head of the combustion-piston(2) which is faced with a main-nozzle(17). In the cylinder-head(14), the combustion-cylinder-head consists of exhaust-cam-shaft(4), exhaust- valve(3), ignitiσn-plug(16), main-nozzle(17) and the exit of exhaust gases. And the compression-cylinder-head consists of two middle-valves(5), intake- valve(6), dilute-nozzle(13), intake-cam-shaft(7) including two middle-cams(21) and intake cam, and intake hole. There are cornpressiσn-holes(15) in bom sides in order to connect both-cylinders(l,8). The injection-pump(39) consists of two main-plungers(26) which consist of the main-plunger-gear(27) and the accelerator-rack(25). The dilute-plunger(29) with the retum-spring(32) is connected to the stop-pin(31), the start-gear(33) and the dilute-plunger-gear(30) which is a worm gear and is in gear with the dilute-handle(28) The pump-cam-shaft(35) has two main-cams(36) and two symmetric dilute-cams(37). The accelerator-lever(38) is linked with accelerator-rack(25) and the start-rack(34) is linked with start-gear(33). The ring-gear(40) on the same shaft of the compression-crank-shaft(l l) is spaced to the planet-gear(41) on the same body of disk(44) and is linked with the sun-gear(42) that is the same shaft of supercharger(46) and gas-turbine(47). The system of supercharger consists of the planet-gear(41) that is sustained by crank-case(43) and disk(44) which is located near the brake(45), and works for supercharging and revery of energy at the same time. The conical-valve(51) consists of air passage inside, the valve-ring(19) for prevention of the gas leakage in the middle and the valve-bevel-gear(53-2) being transmitting rounding power from the cam-bevel-gear(53-l) of the intake-cam-shaft (7) and the jaw preventing from vibration of the conical-valve(51) in the end. On the bottom of the valve-bevel-gear(53-2) irregularity is formed to forbid the turning at random because of coming in touch with the disk-ratchet(54) being supported by a spring. The disk-ratchet(54) can't be rotated as a result of being fixed and can move only up and down. The circumferential rate is composed of intending to rotate two times rounding the valve-bevel-gear(53-2) in one time rounding the cam-bevel-gear(53-l). Now on the supposition that the passage of air on the closest side of the sleeve(55) from the conical-valve(51) marks one point, the teeth composition of the cam-bevel-gear(53-l) is formed just like the fig. 18 on 30 degree of phase difference. As a result, the conical-valve(51) is made to be closed completely not to escape compressing from both side by such composition of the cam-bevel-gear(53-l). Being a sign of state in the fig. 18 indicate as followas : A is a completely opening state about me passage of air on the conical- valve(51), B is being closed, C is a closed state safely and D is being opening state. This shows that the teeth composed only by B and D. INDUSTRIAL APPLICABILITY This new engine is suitable to ship, truck, heavy equipment, bus, train, generators that need more power in middle or low speed and is suitable for cars, especially to airplane that need small weight and volume per unit power.

Claims: WHAT IS CLAIMMED : 1. Cylinder-block(12) is made of a compression-cylinder(8) that is located slantly between two combustion-cylinders(l). 2. The cylinder-head(14) which consists of the combustion-cylinder-head, compression-cylinder-head, and the compression-hole(15) which links both cylinders (1,8). Where, the combustion-cylinder-head consists of exhaust-cam-shaft(4) which contains the exhaust cam, exhaust-valve(3), ignition-plug(16), main-nozzle(17) and the exit of exhaust gases, and the compression-cylinder-head consists of two middle- valves(5), intake-valve(6), dilute-nozzle(13), intake hole and intake-cam-shaft(7) including two middle-cams(21) and intake cam on the compression-cylinder-head side. 3. The injection-pump(39) consists of two main-plungers(26), a dilute- plunger(29), pump-cam-shaft(35), and accelerator-lever(38). Where, the two main-plungers(26) consist of main-plunger-gear(27), and the dilute-plunger(29) consists of dilute-handle(28), dilute-plunger-gear(30), stop-pin(31), return-spring(32) and start-gear(33). Also, the pump-cam-shaft(35) consists of two main-cams(36) and two dilute-cams(37), and the accelerator-lever(38) consists of accelerator-rack(25), start-rack(34). 4. The system of supercharger and reverting, where the ring-gear (40) the same shaft of compression-crank-shaft(l l) is spaced planet-gear(41) which is the same body of disk(44) and linked with sun-gear(42) which is the same shaft of supercharger(46) and gas-turbine(47). The planet-gear(41) is sustained by crank-case(43) and the disk(44) is located near the brake(45). 5. The combustion-piston(2) which has the glow-coils(48) mounted in the groove on the head and the folding, face the main-nozzle(17). 6. The compression-radiator(49) and the combustion-radiator(50) which are composed in the front and in the rear. 7. The diameter of the compression-piston(9) is smaller than that of the combustion-piston(2) . 8. The stroke length of the compression-piston(9) is equal to that of the combustion-piston(2) . 9. After the combustion-piston(2) reaches T.D.C, compression space for intaken air from the compression-cylinder(8) is formed. 10. The gasket(22) consists of an oval type between two circles. 11. The combustion gear and the compression gear are chain gears. 12. In No. 2, the ignition-plug(16) is set on the cylinder-head(14) of the combustion-cylinder(l) with no extra compression space. 13. In No. 2, the intake-cam-shaft(7) is set on the side of the cylinder-head(14) 14. In No. 2, me middle- valve(5) consists of valve-ring(19), oil-slot(20), spring and middle-valve-pole(18) that is the plane or mount shape on the edge. 15. In No. 2, the space for compression-piston(9) at the T.D.C. is set on the bottom of the cylinder-head(14) on the compression-cylinder(8) side. 16. In No. 3, the return-spring(32) is set between the dilute-plunger-gear(30) and start-gear(33). 17. In No. 3, at each rotation of the combustion-crank-shaft(lθ), the dilute-plunger(29) pumps twice and main-plunger(26) pumping once. 18. In No. 3, the fuel pumped by the dilute-plunger(29) is constant and it forms the mixed gas out of combustible range. 19. In No. 3, the dilute-plunger-gear(30) is a worm gear. 20. In No. 4, when the planet-gear(41) block is added more than once, the disk(44) is set the foremost. 21. In No. 4, when the multi-step reduction gear is set, the plant-gear(41) block is set first, then the general reduction gear is set. 22. In No. 4, the compression-crank-shaft(l l) and the supercharger(46) shaft is intermitted by the friction clutch. 23. In No. 4, the supercharger(46) shaft and compression-crank-shaft(l l) is connected with a general reduction gear. 24. The conical-valve(51) consists of air passage in head, valve-ring(19) in the middle, the jaw, the spring, the disk-ratchet(54) and valve-bevel-gear(53-2) with ratchet in the end is set inside the sleeve(55). 25. The round-valve(52) consist of the air passage in head, valve-ring(19) in the back and forth of the air passage, the jaw, the spring, the disk-ratchet(54) and valve-bevel-gear(53-2) with ratchet in the end is set inside the sleeve(55). 26. Phase difference multiplies by two is A, the cam-bevel-gear(53-l) always being composed of teeth only under the state of B and D in 90 ° is designed to connect with the valve-bevel-gear(53-2) on a right angle in the intake-cam-shaft(7). 27. In No. 26, the ratio of the circumference of circle to its diameter being rotated with being in gear between the cam-bevel-gear(53-l) and the valve-bevel -gear(53-2) is 2 to 1.

Inventors: KIM JUNG KYU, KIM, JUNG, KYU
Applicants: KIM JUNG KYU, KIM, JUNG, KYU
Application year: 1996
Main classification: F02B33
IPC codes: F01L3, F02B33, F02B37, F02B39, F02B73, F02B75, F02M59