• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Multi-cylinder internal combustion engine that contains two groups of cylinders in a single block; one, the power group, composed of several cylinders, and another, the power group, which may have one or several cylinders. In the power group, a complete four-cycle cycle is performed, in each of the cylinders, for each revolution of its crankshaft. In the group of feeding takes place the admission and the transmission of the compression for each and every one of the cylinders of the power group. Each group of cylinders has its crankshaft. The two crankshafts are linked together by planetary gearbox-multiplier gears that allow them to turn at different speeds. Advantages: Smaller size - a 4-cylinder engine equates to a conventional six-cylinder engine, greater power, considerable engine brake reduction, smooth operation without vibrations, lower fuel consumption, less pollution, etc. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2683011A1
    申请号:ES201700213
    申请日:2017-03-15
    公开日:2018-09-24
    发明作者:Melitón PALOMO GARCIA；Santiago PALOMO ALONSO
    申请人:Melitón PALOMO GARCIA；Santiago PALOMO ALONSO；
    IPC主号:
    专利说明:

    DESCRIPTION

    Internal combustion engine, with two attached crankshafts, and several cylinders. And operating procedure.
     5
    Technical sector

    The present invention belongs to the combustion engine sector and, more specifically, to internal combustion engines.
     10
    The main advantages of the present invention are those of an internal combustion engine with a new operating system which, in relation to conventional known engines, reduces the size, increases the power, has a smoother operation with less noise and vibrations, it performs a more complete combustion and, therefore, consumes and pollutes less, in addition to having other advantages as we will see later. fifteen

    Background of the invention

    Today we know various types of internal combustion engines that we can divide into two groups: four-stroke engines and two-stroke engines. Any of them 20 can have one or more cylinders that can be arranged in a line, V-shaped, star, opposite, or W-shaped.

    Within four-stroke engines there is another type of engine that has no cylinders. It is the Wankel type rotary engine, in which the cylinders have been replaced by a rotor and a stator with a special design that serve as a combustion chamber, but have the same operating cycles as the four-stroke engines.

    The operation of the four-stroke engine is as follows:
     30
    First time, Intake: The piston is in the top dead center (PMS), the intake valve opens and the piston goes down to the bottom dead center (PMI), the cylinder is filled with air and the intake valve is closed.

    According to time, Compression: All valves are closed and the piston rises to the top dead center compressing the air.

    Third time, Explosion: The valves remain closed, the piston begins to descend, the fuel is injected and a spark that ignites and pushes the piston down to the bottom dead center. 40

    Fourth time, Exhaust: The piston begins to rise, the exhaust valve opens, the piston rises to the top dead center expelling the burned gases, the exhaust valve closes and a new cycle begins.
     Four. Five
    The described four-stroke engines are known as Otto cycle engines. There are other four-stroke engines called Miller cycle, but these only vary from the previous ones in the regulation of the opening and closing times of the intake and exhaust valves which, in turn, helped by a compressor in the intake get a Better filling of air in the cylinders. fifty

    All the pistons are attached to the crankshaft with a connecting rod, which transmits to it the force received by the piston in the explosion cycle, making it rotate and transforming the rectilinear movement of the piston into rotational movement of the crankshaft.
    The crankshaft receives from each of the pistons a single thrust for every two turns.

    During the first admission time, in some engines, the filling of the cylinders is carried out with a mixture of air and fuel, such is the case of the engines equipped with a carburetor, while in others the filling is only of air, the pulverized fuel 5 being injected into the upper dead center of the piston.

    In diesel engines, the compression chamber is reduced, increasing the compression ratio, so that, when compressing the air more, very high temperatures are reached that allow, when injected the fuel (gas oil) sprayed , combustion occurs without the need for a spark.

    The two-stroke engine, also called the cycle engine, is an internal combustion engine that performs the four stages of the thermodynamic cycle (intake, compression, explosion and exhaust) in two linear movements of the piston (one turn of the crankshaft). This type of engine, with equal displacement, generates more power than a four-stroke engine but has a higher fuel consumption. It does not have a lubricating oil storage housing, the oil is added directly together with the fuel to be able to lubricate the moving parts, resulting in more incomplete combustion and greater contamination. It exists in Otto cycle and in diesel cycle. twenty

    In the four-stroke engine, the change of gases is directed by valves. Not so, in the two-stroke engine, in which this change is directed by the piston, which discovers or covers a port connected to the crankcase, which is where the admission is made; and another connected to the outside, where the escape takes place. These ports are located approximately 25 at the midpoint of the piston stroke.

    1st time, Compression and Admission: The rising piston compresses the fuel and oil mixture in the cylinder and simultaneously creates a vacuum in the crankcase. At the end of the piston stroke, the intake port is free allowing the carbide mixture to enter. 30

    2nd time, Explosion and Exhaust: By means of a spark caused by the spark plug the compressed mixture burns, creating an explosion that pushes the piston down. In the crankcase the mixture is precompressed by the downward piston. At the precise moment, from its downward movement, the piston leaves the exhaust channel, or exhaust port, free, producing the escape of exhaust gases and shortly thereafter the loading port that connects the crankcase with the cylinder is free, what the pre-compressed mixture passes through it filling the cylinder and expelling the last remains of the exhaust gases, the cylinder being prepared for a new cycle.
     40
    The piston is pushed down by the pressure of combustion and this through the connecting rod transmits that power to the crankshaft making it rotate.

    In this downward movement of the piston, the combustion pressure does not last the entire path of the piston, but only until the piston discovers the exhaust port, which is usually located halfway down the path, so that the transmitted power the crankshaft is only the one achieved up to that point, that is, up to half the piston stroke.

    This type of engine has the disadvantage of incomplete combustion, poor gas sweep 50, lubrication of parts through oil mixed with fuel, etc.

    Explanation of the invention.

    The internal combustion engine, with two crankshafts and with several cylinders in the same engine block, in which in one cylinder a complete cycle is carried out, in each of them, for each turn of its crankshaft, and in another, or others cylinders take place the admission and transmission of the compression for all the cylinders that perform the complete cycle, object of the present invention, comprises a new engine model, composed of two groups of cylinders 5 housed in the same engine block. In one group there is the admission-compression, combustion and exhaust, which we will call a power group, and in the other, which rotates at a higher speed, the admission and transmission of the compression for all the cylinders of the group of power; We will call this feeding group. Each of these groups has its crankshaft. The power group can be formed by two, three, four or more 10 cylinders, and the power group can be formed by a single cylinder or several. Each of these groups has its pistons, one for each cylinder, with its necessary closing and greasing segments. The pistons are attached, by means of a connecting rod, to the corresponding crankshaft wrist.
     fifteen
    The crankshaft of the feeding group is connected to the crankshaft of the power group by means of gears of the planetary multiplier-reducer type, so that the speed of one is different from that of the other.

    The number of revolutions of the crankshaft of the feed group is equal to the number of 20 revolutions of the crankshaft of the power group multiplied by the number of cylinders of this group, and divided by the number of cylinders of the feed group. In the case of a 4-cylinder engine in which three of them form the power group and one the power group, the feed piston crankshaft will rotate at triple the speed of the power group crankshaft, (1x3 / 1 = 3). 25

    The piston of the feeding group goes up and down three times in its cylinder, while each of the pistons of the power group does it only once. Therefore, the feed piston performs the intake and compression to supply the three pistons of the power group. 30

    In each of the cylinders that form the power group, a complete cycle is performed, for each turn of its crankshaft.

    Taking a four-cylinder engine as an example (3 in the power group and 1 in the power group 35), in each of the cylinders that make up the power group, an explosion occurs for every turn of your crankshaft. Each explosion has a duration equivalent to the rotation of 140 ° of its crankshaft, so that some explosions overlap with others, resulting in a continuous combustion during all, and each one, of the rotation turns of its crankshaft. This supposes a great smoothness in its operation and the absence of vibrations. 40

    The number, diameter and stroke of the pistons, both of the power group and those of the power group will be those that are considered most suitable, depending on the power, design, etc., of the engine. All the pistons of the power group will be equal to each other, with the same dimensions and the same stroke. The piston of the feeding group can be of the same size and the same stroke as those of each of the power group, or it can be different from these in terms of size, stroke and design. If the feeding group had more than one piston, they will be the same as each other, but they may be the same or different from those of the power group.
     fifty
    The crankshaft wrists of the power group are arranged at a distance, from each other, corresponding to the degrees that result from dividing the 360 degrees, of a complete turn, by the number of cylinders that this group has. So, in an engine that
    have 3 cylinders in the power group, the crankshaft wrists would be arranged at 120 ° from each other (360/3 = 120).

    In engines that have between 2 and 5 cylinders in the power group, the power group will only have 1 cylinder with its corresponding piston attached by the connecting rod to its 5 crankshaft, which only has a wrist.

    The two groups of cylinders are closed at the top by the cylinder head, which can be unique for both groups or have more than one.
     10
    The cylinder head is equipped with the necessary outlets and conduits so that, through external manifolds, the compression is transferred from the feed cylinder to each of the power cylinders. Another cylinder head duct communicates the feed cylinder with the outside, which is where the admission is made, directly, or through a turbocharger; and a third conduit communicates each of the power cylinders with the outer one, which is where the exhaust is made, either directly, or through the turbocharger. All of them with their corresponding valves, housed in the cylinder head, and designed for the best performance.

    The cooling pump will be installed in the cylinder head, which, of course, also has 20 of the corresponding holes for the coolant housing, as well as the conduits necessary for the circulation of the lubricating oil and for the communication of these liquids With the engine block.

    All this without prejudice to any subsequent modification advised by the practice. 25
    The opening and closing of all valves are governed by the camshaft with its corresponding accessories.

    The camshaft can be mounted on the cylinder head or on the engine block itself, and will govern both the cylinder valves of the power group and those of the power group. 30

    The rear part of the engine will be the part of the engine block where the crankshaft of the power group is mounted, which is where the flywheel will be installed with the gear for the starter motor and the clutch for the power output to the power box changes The front part of the engine will be the part of the engine block where the power crankshaft is mounted, which is where the entire distribution will be installed.

    The lower part of the engine block is closed by the corresponding oil pan, which is also unique for both groups.
     40
    The feed cylinder can be supercharged by means of a turbo-compressor, this allows us to regulate a higher compression, as well as improve the gas sweep. The dimensions of valves, as well as the moment of their opening and closing will be regulated as advised by the practice, for their best operation.
     Four. Five
    Likewise, the draft of the two crankshafts, by means of their gears, will be carried out as it is considered more suitable, in order to give more or less time to the filling of the cylinder that receives the compression, allowing also to regulate the beginning of combustion.

    As for the fuel injection system, as well as the ignition system, it will be carried out by the means that are considered most appropriate for its best operation.

    The greasing will be done by means of a pressure pump or any other known means. Naturally, the practical realization of the described engine requires the application of bearings, seals,
    transmissions, supports and other mechanical elements of the conventional type, which are left out, by acquaintances, of this documentation.

    The shape, dimensions and materials may be variable and in general, whether accessory or secondary, provided that it does not alter, change or modify the essentiality of the engine described.

    This type of engines, by placing the cylinders, can be manufactured as in-line, V, star, W, or any other way that the practice advises.
     10
    The composition of these engines is as follows: For engines that have between 2 and 5 cylinders in the power group, the power group will have only one cylinder. The engines of 6 or more cylinders in the power group will consist of the sum of two or more modules of the previous composition. For example, to build an engine with 6 cylinders in the power group, we take the 3 + 1 module and duplicate it, that is, 6 + 2, (six 15-power and two power cylinders), and so on. These can be mounted online (6 + 2, 9 + 3, etc.), in V (two groups of 3 + 1, two groups of 6 + 2, etc.), in star, etc.

    Advantages:
     twenty
    Greater power In this type of engines an explosion is made, in each of the power cylinders, for each turn of the crankshaft (double that of a conventional engine) taking advantage of all the thrust of the explosion in the entire downward travel of the piston.

    Smaller size. This 4-cylinder engine (3 in the power group and 1 in the 25 power group) is the equivalent of a conventional, four-stroke, 6-cylinder engine.

    Additional power, motor brake reduction. The feed piston performs compression on the piston face of the corresponding power group, it receives it in its downward motion from the PMS so that said thrust is added to the engine power. In a conventional engine, the compression of the cylinder is greater and it is carried out on the cylinder head, which means a reduction in power per engine brake.

    Elimination of risk of self-ignition of fuel. Not having the compression ratio so high eliminates the possibility of detonation of combustion by self-ignition of the fuel.

    Less noise, vibration and pollution: In these engines, the compression ratio increases progressively to the exact point where the explosion occurs in the power cylinder, about 40 ° of rotation of the crankshaft after the PMS; At that point, the 40 position of the crankshaft wrench is the most suitable for the best engine performance, so noise, vibration, possible cranks are eliminated, combustion is improved and pollution is reduced. In a conventional engine the highest point of the compression ratio takes place in the PMS, but the explosion takes place after about 40 ° of rotation of the crankshaft, when the piston is descending and the crankshaft has a sufficient angle for Let it keep spinning. This means that, in order to obtain the ideal compression at the time of the explosion, in conventional engines, the maximum compression ratio that occurs in the PMS must be raised, so that later, in the downward movement of the piston, where it has place the explosion, there is the one required for the best performance. This subjects the engine parts to overexertion and constitutes a decrease in power per engine brake.

    The combustion, in a three-cylinder engine in the power group, is continuous, since, in each cylinder, an explosion is made for more than 140 ° of rotation of the crankshaft, for each turn of the crankshaft, so the explosions they overlap each other.

    Since motor brake retention is minimal, vehicles equipped with these engines can be provided with a power generator-accumulator that acts as a motor brake, using it when required, with the advantage that the accumulated energy can be used, when needed, as an engine power supplement. Especially useful for hybrid vehicles.
     10
    Brief description of the drawings

    To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, according to a preferred example of practical realization thereof, an integral set of said description is accompanied by a set of figures where, for illustrative and non-limiting purposes, the following has been represented:

    Figure 1 shows a schematic view of the preferred embodiment of the internal combustion engine of many cylinders, in which some perform the explosion and exhaust (power group) 20 and another, or others, cylinders, perform the intake and compression (feeding group), object of the invention. For the description of the drawings, as well as for the preferred embodiment of the invention, a four-cylinder engine (3 in the power group and 1 in the power group) has been taken as an example. In this figure you can see, within the same engine block, the power group (1), which consists of 3 cylinders (A, B, C), with its three pistons 25 (AP, BP, CP) and its corresponding crankshaft (2); the feeding group (3), with a single cylinder (D), with its corresponding piston (DA) and its crankshaft (4), the connecting pinions between both crankshafts, of the planetary multiplier-reducer type (5), with its section, the cylinder head (6) that closes the cylinders of both groups, the compression transmission manifold (7), exhaust manifold (8), turbocharger (9), timing pinion (10), flywheel with gears for 30 starter motor (11) and clutch (12).

    Figure 2 shows a diagram of the times that each power cylinder performs, indicating the displacements of the piston in relation to the degrees of rotation of the crankshaft wrist. It can be seen that the admission-compression time is 53 ° of 35 crankshaft rotation, starts 13 ° before the top dead center (PMS) and ends 40 ° after PMS. Then the explosion begins, which takes place during 140 ° of rotation of your crankshaft, from 40 ° after the PMS to the bottom dead center (PMI). And finally, the exhaust that is carried out during 167 ° of rotation of the crankshaft, from the PMI to 13 ° before the PMS. 40

    The displacement made by the piston, from 13 ° before the PMS to the PMS, is minimal, therefore, does not affect the reception of the compression, which ends at 40 ° after the PMS, which is when the position of the Crankshaft wrist is in its perfect moment for the explosion to occur. Four. Five

    Figure 3 shows a diagram of the times that are carried out in the feed cylinder, with indication of the piston displacements in relation to the degrees of rotation of the crankshaft wrist. Admission time occurs during 201 ° of rotation of your crankshaft, (from PMS to 21 ° after PMI). Although in these last 21 ° the piston 50 begins to rise with a minimum displacement, as can be seen in the figure, the intake air continues to enter the cylinder due to the inertia of the speed it brings, especially if it is also driven by a turbocharger, thus facilitating a better gas sweep and cylinder filling. The compression transmission time is 159 ° rotation of the
    supply crankshaft, which means a 53 ° travel on the power crankshaft (it rotates at 1/3 speed of the feed piston). These 53 ° rotation of the power crankshaft is the path that the 5 power piston travels, from 13 ° before its PMS to 40 ° after the PMS that is where the explosion is made.
     5
    Figures 4.1 to 4.7 show a diagram of the route of each of the pistons of the power group, for every half turn of the crankshaft of the power group, starting its journey from its PMS of the feed piston.

    The draft (the union) of the crankshafts has been carried out with 60 ° of advance of the crankshaft of the supply group 10 with respect to that of the power group. Considering the crankshaft setting at 0o when the piston of the feed group is in the PMI and the power piston that will receive the compression is in the PMS.

    Figure 5 represents a diagram of the thrust performed by the 3 power pistons, in their 15 phase of explosion, taking as an example a 3-cylinder engine in the power group and a cylinder in the power group. In it, it can be seen that the explosion times of each of its three cylinders take place during 140 ° of rotation of its crankshaft, so they overlap with each other for 20 °. This supposes a continuous thrust, of the pistons, during the 360 ° of each turn of its crankshaft. twenty

    Preferred Embodiment of the Invention

    In view of the aforementioned figures, a three-cylinder engine in the power group and a cylinder in the power group have been taken as an example and, according to the numbering adopted, an example of embodiment can be observed in them Preferred invention, which comprises the parts and elements indicated and described in detail below:

    Figure 1 shows, within the same engine block, the power group (1), with three 30 cylinders (A, B, C), and its three pistons (AP, BP, CP); and the feeding group 30 (3), with a single cylinder (D) with its piston (DA); the crankshaft of the power group (2); the crankshaft of the feed group (4); the union of both crankshafts by means of the planetary gears (5) - this union allows the crankshaft of the power group to rotate at a triple speed at the speed of rotation of the crankshaft of the power group- and the cylinder head (6), which can be single for all 35 cylinders or more than one.

    The draft (the union) of the two crankshafts has been carried out with 60 ° of advance of the crankshaft of the power group on the crankshaft of the power group. These 60 ° assume that, when the feed crankshaft wrist is 21 ° after the PMI, the power crankshaft wrist 40, of the cylinder to receive compression, is at 13 ° before the PMS. As the crankshaft of the power group rotates at 1/3 of the speed of the feed, these 13 ° represent 39 ° of rotation of the crankshaft that, added to the 21 ° that has passed from its PMI, results in 60 ° in advance.
     Four. Five
    Figures 4-1 to 4-7 show the diagram of a complete cycle, which corresponds to three turns of the supply crankshaft and one of the power crankshaft. In these figures you can see the phase in which each of the cylinders are located for every half turn that the crankshaft of the feeding group performs.
     fifty
    The position of the pistons is indicated by reference to the degrees of rotation of the corresponding wrist of its crankshaft in relation to the PMS and the PMI.

    The operation is as follows:
    Figure 4-1 shows the position of the four pistons (three of the power group, numbered as AP-BP-CP, and one of the power group, numbered as DA), in it we can see that the piston DA is found in the PMS, the AP is at 80 ° before the PMS, the BP is at 40 ° after the PMS and the CP at 160 ° after the PMS. The crankshaft wrists of the three pistons of the power group are located at 120 ° from each other 5 successively.

    In Figure 4-2 the crankshaft of the feed group has rotated 201 °. The feed piston (DA) has made the admission, at that time the compression transmission valve of cylinder A is opened, whose piston is located at 13 ° before the PMS, and begins to receive the compression of the piston ( GIVES). The BP piston is 107 ° from the PMS (120 ° from the AP) carrying out its explosion phase. The CP piston is at 227o after the PMS (at 120 ° from the BP) carrying out its escape phase once the PMI is exceeded.

    In Figure 4-3 the feed crankshaft has rotated 159 °. The feed piston (DA) has compressed the cylinder (A) and is located in the PMS, the power transmission valve is closed, and the intake valve begins to open. The power piston (AP), during the reception of the compression, has traveled 53 °, from its previous position, being 40 ° after the PMS, at that point the valves of this cylinder are closed and the explosion begins. The BP piston is 160 ° from the PMS in its explosion phase. The CP 20 piston is 280 ° after the PMS, in its ascending phase making the escape.

    In Figure 4-4 the feed crankshaft has rotated 201 °. The feed piston (DA) has dropped to the PMI and begins to rise. You have made the admission. At that time, the compression transmission valve of the cylinder © is opened and its piston CP, which is 13 ° before 25 PMS, begins to receive the compression of the cylinder (D) with the upward movement of its piston (DA ). The piston (AP) is located 107 ° from the PMS carrying out its explosion phase. The piston (BP) is at 227 ° after the PMS carrying out its escape phase, once the PMI is exceeded.
     30
    In Figure 4-5 the feed crankshaft has rotated 159 °. The feed piston (DA) has compressed the cylinder © and is located in the PMS. The power transmission valve is closed and the intake valve begins to open. The power piston (CP), during the reception of the compression, has traveled 53 ° from its previous position, being at 40 ° after the PMS. At that point the valves of this cylinder are closed and the explosion begins. The piston (AP) is 160 ° from the PMS in its explosion phase. The piston (BP) is 280 ° after the PMS, in its ascending phase, making the escape.

    In Figure 4-6 the feed crankshaft has rotated 201 °. The feed piston (DA) has dropped to the PMI and begins to rise. You have made the admission. At that time, the 40 cylinder compression transmission valve (B) is opened, whose piston (BP) is 13 ° before the PMS, and begins to receive the compression of the cylinder (D). The piston (CP) is 107 ° from the PMS carrying out its explosion phase. The piston (AP) is at 227o after the PMS carrying out its escape phase, once the PMI is exceeded.
     Four. Five
    In Figure 4-7, the feed crankshaft has rotated 159 °. The feed piston (DA) has compressed the cylinder (B) and its piston (BP) is in the PMS, the power transmission valve is closed and the intake valve begins to open. The power piston (BP), during the reception of the compression, has traveled 53 °, from its previous position, being at 40 ° after the PMS. At that point the valves of this cylinder are closed and the explosion begins. The piston (CP) is 160 ° from the PMS in its explosion phase. The piston (AP) is 280 ° after the PMS, in its ascending phase, making the escape.

    At this point, all the pistons return to their initial position thus ending a complete cycle of the operation of this engine, and starting a new cycle.

    During this complete cycle, 3 turns of the feed crankshaft and one turn of the power crankshaft have been made and 3 full explosions have been made, one for every 5 power cylinder.

    The crankshaft of power of this engine receives, during the 360 ° of rotation, a continuous thrust, since in each turn it receives the explosion of each of the 3 cylinders that lasts more than 120 ° in each of them, as indicated in figure 5. This results in a continuous, smooth and uniform operation 10.

    The systems of fuel injection, ignition, cooling, as well as greasing, will be carried out in any known way that is considered most suitable. Likewise, and of course, the practical realization of the described engine, requires the use of bearings, seals, transmissions, supports and other mechanical elements of a conventional type, which are outside, as known, of this documentation.

    The shape dimensions and materials and, in general, whether accessory or secondary, may be variable, provided that it does not alter, change or modify the essentiality of the engine described.

    All this without prejudice to any subsequent modification advised by the practice.
    The inventor reserves the right of priority and obtaining the appropriate complementary addition certificates, for the improvements or improvements that the practice may advise on.

    The terms in which this report is written are true and true reflection of the object described, and should be taken broadly and never in a limiting way.
     30




     35




     40




     Four. Five




     fifty



    权利要求:
    Claims (9)
    [1]

    1. Internal combustion engine, with two crankshafts and with several cylinders in the same engine block, in which in one cylinder a complete cycle is carried out, in each of them, for each turn of its crankshaft, and in another, or Other cylinders take place the admission and transmission of the compression for all the cylinders that carry out the complete cycle, characterized in that it comprises:
    - Two groups of cylinders within the same engine block. The power group, consisting of several cylinders, and the power group that, for engines of 6 or less 10 cylinders, consist of a single cylinder. Each of these groups has its pistons, one for each cylinder, with their corresponding segments. The pistons are attached, by means of a connecting rod, to the corresponding crankshaft wrist. The power group makes an explosion, in each of its cylinders, for each turn of its crankshaft. The feeding group performs the admission and transmits the compression to each and every 15 of the cylinders of the power group. The admission can be done atmospheric or supercharged by a turbo-compressor.
    - Two crankshafts, one for the power group and one for the power group, which are connected by a gear system of the planetary multiplier-reducer type 20, so that the speed of one is different from that of the other . The crankshaft of the feeding group, in its front part, which corresponds to the front part of the engine, will have the pinion for distribution. At the rear of the power crankshaft, which corresponds to the rear of the engine, the flywheel, with its corresponding gear ring, will be installed for the starter motor; and, coupled to this, the clutch will go, through which the power is transmitted to the gearbox. The draft of the two crankshafts can be varied through their gears, in order to give more or less time to the moment of filling of the cylinder that receives the compression, also regulating the commencement of combustion.
     30
    - The stock, which can be unique, or have several. It closes the two groups of cylinders at the top and is equipped with the necessary outlets and conduits so that, through external collectors, the compression is transferred from the feed cylinder to each of the power cylinders. Another duct of the cylinder head communicates the supply cylinder with the outside, which is where the intake is carried out, optionally driven by a turbocharger; and a third conduit communicates each of the power cylinders with the outside, which is where the exhaust is made, freely or through the turbocharger. All of them with their corresponding valves and accessories. In the cylinder head, also, the cooling pump will be installed and will be equipped with the corresponding holes for the housing, circulation and communication with the engine block, both of the coolant, as well as of the grease oil.
    - The camshaft, connected to the distribution, is responsible for governing the opening and closing of valves at the right time. It will also be connected to the distribution, the fuel injection system and the ignition system.
    - The crankcase closes the engine block assembly at the bottom and, in turn, serves as a reservoir for the lubrication oil.
     fifty
    [2]
    2. Internal combustion engine (1) according to claim 1 characterized in that, for engines having two to five cylinders in the power group, the feed group will only have one cylinder with its corresponding piston, connected by a connecting rod to the Wrist (which will be unique) of your crankshaft.
    The engines of more than six cylinders in total will be formed by a number of cylinders resulting from taking one of the previous combinations and duplicating it, tripling it, taking into account that the engine block is the same for everyone, and that each of the crankshafts is common for all cylinders of each group.
     5
    [3]
    3. Internal combustion engine (1) according to claim 1 characterized in that the crankshaft wrists of the power group are arranged from each other at a distance resulting from dividing 360 ° by the number of cylinders that group has.

    [4]
    4. Internal combustion engine (1) according to claim 1 characterized in that, the crankshaft 10 of the feed group is connected to the crankshaft of the power group by means of gears of the planetary multiplier-reducer type.

    [5]
    5. Internal combustion engine (1) according to claim 4 characterized in that the number of revolutions of the crankshaft of the feed group is equal to the number of revolutions of the crankshaft of the power group multiplied by the number of cylinders that this group has and divided by the number of cylinders that the feeding group has.

    [6]
    6. Internal combustion engine (1) according to claim 1 characterized in that all the pistons of the power group will be the same, with the same dimensions and the same stroke. 20 The piston of the feeding group can be the same or different from each of the power group, in terms of size, stroke and design. If the feeding group had more than one piston, they will be the same as each other, but they may be the same or different from those of the power group.
     25
    [7]
    7. Internal combustion engine (1) according to claim 1 characterized in that, depending on the placement of the cylinders, these engines can be mounted in line, in V, in star, or in W.

    [8]
    8. Procedure for starting the internal combustion engine (1) according to 30 previous claims characterized in that, in each of the cylinders that make up the power group, an explosion is made for each turn of its crankshaft and, the thrust resulting from this explosion is received by the piston during all its downward movement.

    [9]
    9. Procedure for starting the internal combustion engine (1) according to 35 previous claims characterized in that, in the cylinder (s) of the feeding group the admission is carried out and the compression is transmitted to each and every one of the power group cylinders.
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    同族专利:
    公开号 | 公开日
    ES2683011B1|2019-06-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4069803A|1977-01-17|1978-01-24|General Motors Corporation|Synchronizing and indexing clutch|
    US4565167A|1981-12-08|1986-01-21|Bryant Clyde C|Internal combustion engine|
    US20060278181A1|2005-06-10|2006-12-14|Gile Jun Yang Park|Internal combustion engine with freewheeling mechanism|
    US20090145396A1|2007-12-05|2009-06-11|Ford Global Technologies, Llc|Coupling Device|
    US8807098B1|2012-06-06|2014-08-19|Herns Louis|Twin vertical bank hybrid internal combustion H-engine system|
    US20160333778A1|2013-12-19|2016-11-17|Volvo Truck Corporation|An internal combustion engine|
    法律状态:
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    优先权:
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    ES201700213A|ES2683011B1|2017-03-15|2017-03-15|Internal combustion engine, with two crankshafts attached, and several cylinders, and operating procedure|ES201700213A| ES2683011B1|2017-03-15|2017-03-15|Internal combustion engine, with two crankshafts attached, and several cylinders, and operating procedure|
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