DE2620408A1 - IC engine with fuel mixt. compressor - has throttle controlled bypass for partial return of compressed mixt. to compressor intake - Google Patents

Abstract

The IC engine comprises a cylinder block (21) with cylinders (23) and cylinder head (22). There is a set of pistons (25) in the cylinders. There is a system for producing a fuel mixture, a number of inlet ports (27), ignition means (37), exhaust ports (33), and power take-off means (35). A compressor (47) is arranged between the mixture-producing means and the inlet ports, to compress the mixture and more intimately mix fuel and air. There is a by-pass (48) between the compressor inlet and outlet through which part of the compressed mixture can be returned to the compressor inlet. Throttle means (50) are provided to control engine speed and power output and comprise a throttle member inside the by-pass and operating elements (127, 129) by means of which the engine can be finely controlled.

Description

The invention relates generally to internal combustion engines and particularly relates to rotary or orbiting internal combustion engines of the so-called oblique or angled piston type.

According to the teachings in US Pat. No. 3,830,208, which relates to a V-engine, there are already a number of devices the so-called oblique or angle piston design has been used as: universal joints for the transmission of forces, pumps, Compressors, fluid-powered engines, and rotary V-engines. In addition to the US patents mentioned in this US patent specification

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Several patents have been cited against the underlying application, including US, UK and FR patents. Despite the large number of references, none of them describe a machine that is perfect works satisfactorily, i.e. has the following desirable characteristics in particular:

1 . The engine should have smooth power changes without that raw fuel is pumped into the mixture, as in the latter case an ineffective combustion and pollutants in the Exhaust gases are caused.

2. The engine should have a much lower degree of negative pressure in the intake pipe and the fuel should improve combustion and reduce emissions be premixed and preheated of contaminants in the combustible mixture.

In particular embodiments, the rotary or angular piston type motors should have the following additional properties:

3. The engine should be operable in 2-stroke operation and adequately scavenge combustion products and exhaust gases, ie expel them without over-scavenging , even in the centrifugal force field of a rotating cylinder block.

4. The inlet and outlet systems should have problems expelling the incoming combustible mixture without sufficient

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Mitigate emissions of combustion products. Having this problem that used to be poor in terms of ignition Mixtures has been mitigated, there is a readily flammable mixture which ignites easily and a good one Performance developed.

5. The inlet and outlet systems should flush over an airfoil that can take advantage of the centrifugal force field makes to the dense entering air-fuel mixture to keep relatively separated from contact with hot, less dense combustion products and exhaust gases, so that only the combustion products and the exhaust gases are discharged and thus the features indicated above are achieved.

6. The compressor part or pre-compressor should have no or in the worst case only a minimum of additional moving parts in addition to those parts normally required by the rotary motor itself. For example should not require compressor inlet valves and compressor outlet valves for "the compressor section in addition to those valves which are normally required for the rotary motor.

7. The compressor section should be operable with combustible mixtures without being adversely affected, and he should have a bypass arrangement that prevents the bypassing of the combustible Mixture from the high pressure side to the low pressure side

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allows for smooth fine control of the performance of the To enable engine without the need to inject a liquid fuel.

It is accordingly an object of the invention to provide an improved rotary motor incorporating one or more of the foregoing Has characteristics.

It is a particular object of the invention to provide an improved rotary motor that has all of the foregoing features that have not yet existed.

According to the invention, one or more of the features set forth above is implemented in an engine which has the usual accessories and a compressor that serves as a supercharger with a bypass line for bypassing of the combustible high-pressure mixture to the suction side of the compressor, and with a flap, which is arranged in the bypass and through an operator is operable to control the power output of the engine by controlling the amount of high pressure combustible gas. mix that is diverted to control. A main throttle is used in the carburetor for a large power adjustment.

In special embodiments, the invention creates one improved rotary engine in which the intake and exhaust ports and ports are critically located with respect to each cylinder are so that beneficial use is made of the centrifugal force field and over the critical flow profile of the

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entering combustible mixture the hot, less dense combustible products and exhaust gases to the center of the rotary v-engine be rinsed, as already in the US patent application of June 24, 1974, SN 482 154, the subject matter a V-engine with centrifugally assisted purging is proposed to which reference is made for details not shown here.

In addition, in the particular embodiments of the invention, there is a central section compressor between the rotating cylinder blocks created, which contains uniformly shaped parts between the pistons and arranged in an annular chamber that passes through End seals and radial inner and outer walls are limited, which lie fluid-tight against the molded parts, so that a compression of a fluid trapped between the adjacent parts occurs when it moves away from a first Place in which the annular chamber is the longest, in

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a 180 moving position _t where the chamber is at the shortest.

In addition, corresponding inlet and outlet openings are provided for the middle section compressor, which is connected to the carburetor or are connected to the engine intake ports.

The invention thus provides an improved motor, in particular a motor of the rotary or so-called angular piston type, which has conventional components and is characterized by a compressor serving as a supercharger and between the carburetor and the engine intake ports is arranged to

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to compress the combustible mixture. In addition, the engine according to the invention has a bypass line, via which compressed combustible mixture is fed to the suction side of the compressor, and a fine throttle device for controlling the proportion of combustible Mixture that is diverted for fine control and efficient combustion in the engine. The main throttle valve on the carburetor is only used for main adjustments according to the power requirement. aside from that In accordance with the invention, details of critically located and sized inlet ports and channels and outlet ports are disclosed and channels specified in order to make advantageous use of the centrifugal force of the inclined piston engine, with it an almost perfect purge is achieved and details of the use of a center section compressor to compress the combustible mixture.

In the context of the description, reference is made to US patent application SN 469 216, dated May 13, 1974, the subject matter of which is a middle section compressor and U.S. patent application SN 482 154, dated June 24, 1974, referred to above is.

An embodiment of the invention is shown in the drawing and is described in more detail below. Show it:

Fig. 1 partially in section a partial page

view of an angular piston engine of an embodiment of the invention,

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26204Ö8 - τ -

Fig. 2 is an end view of the V-angle -

end of a cylinder block section of the angular piston engine of Fig. 1,

3 is a partial cross-sectional view of a

simplified cylinder block, which is the design of a group of Shows inlet and outlet ports and ports in relation to a particular cylinder,

Fig. 4 is a partial cross-sectional view as seen

in the longitudinal direction, of the inlet channel along the line IV-IV of Fig. 3, and

Fig. 5 is a simplified and schematic

End view of the cylinder block of the embodiment of FIG. 3 showing the relevant inlet and outlet ducts with respect to the central duct and to the relevant cylinder shows.

Fig. 1 shows a rotary V-engine 11, which is based on conventional

Base is mounted as described in US Pat. No. 3,830,208 mentioned at the outset. The detailed connection of the individual parts and the

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Operation of the internal combustion engine 11 are described in this patent to which reference is made for details which are not repeated here. The V-engine 11 can can be used in any configuration adapted to its power output in normal use. The performance can to transmissions or to any other consumer, which power from conventional piston internal combustion engines has been fed. An advantage of the V-engine 11 over conventional engines is that it is at low speeds can deliver a sufficiently large torque that it can be used in many applications without a transmission can be used. The V-engine 11 has an outer housing 15 with right and left panels 17 and 19. Inside of the housing 15, first and second cylinder blocks are arranged, such as the cylinder block 21, the are each rotatable about their central longitudinal axis and have parallel cylinders 23 arranged at a radial distance from one another. Of the V-engine 11 also has a first and a second cylinder head, such as the cylinder head 22, which is connected to the first and to the second cylinder block and to the same are rotatable. If necessary, the cylinder heads can be made in one piece with the one or with the other cylinder block and the one or the other cylinder, which are formed by precision boring of the one-piece block-head combination. A first and a second set of pistons, such as pistons 25, are in the respective cylinders 23 in the cylinders. arranged in blocks. The pistons reciprocate within the cylinders as the cylinder blocks rotate and at the same time the pistons lead on an overall elliptical path. The pistons

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however, maintain their same head-to-head relative position.

The V-engine 11 has several intake or intake openings, such as the inlet opening 27 for introducing a charge of combustible mixture into the relevant cylinder, above the respective pistons, therein at least at the time in which each piston reaches a predetermined first position has, for example below the opening 27. The combustible mixture is composed of a combination of an oxygen-containing one Fluid, such as air, and fuel, such as gasoline vapors, are formed. The flammable mixture is formed by mixing the fuel with air in a conventional device such as a Carburetor 31. Each inlet port 27 is in fluid communication with its associated cylinder and with a central inlet port 29. The invention makes advantageous use of a correct one Location of the relevant inlet openings 27 and the shape of the relevant inlet channels, the relevant inlet openings connect to the central inlet duct 29, in combination with the critical mounting location of the outlet or exhaust openings 33 to achieve optimal flushing, as explained in more detail below.

A stationary central support 30 carries cylindrical tubular e Parts 32 which limit the central inlet channel 29. The fluid connection between the central inlet channel and the However, inside each cylinder in question is blocked when

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the piston 25 moves over the inlet opening 27. The piston thus traps the combustible mixture around it to compress, like in a 2-stroke internal combustion engine.

A plurality of exhaust or outlet openings 33 are provided for the discharge of combustion products and exhaust gases from the interior of the respective cylinders 23 after compression, ignition and combustion therein. In particular, the combination products are only removed after the pistons 25 in question have moved back below the level of the outlet openings 33 in question.

Output shafts 35 provide power from the rotating cylinder blocks away. The output shafts 35 are connected to corresponding torque output devices, for example with gears (not shown) in the illustrated V-engine 11. The gears can be connected to the respective shafts so that they rotate in unison with the same, for example through wedges and keyways or splines. As shown, the shafts 35 are tubular to allow them to communicate can be used with a central oil supply channel in the lubrication system, as briefly described below.

The V-engine 11 also has ignition devices in the form of Spark plugs 37, which ignite the combustible mixture when the pistons approach top dead center (TDC), as in eii-.tü-

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conventional internal combustion engine, and the relevant spark plug 37 is assigned an ignition lead (not shown).

The V-engine 11 and the relevant parts, which up to this point in 1 are conventional and need not be explained in further detail. The corresponding accessory systems, such as the oil circulation system and the cooling system, are just as conventional but are not described in detail. For example, the oil circulation system includes a lengthwise direction extending main channel 39 with several small secondary channels 41 for distributing the oil depending on the in the rotating cylinder blocks developed centrifugal force. Likewise, the use of air cooling caused by the Cooling fan and the cooling channel 43 is made not to be described in detail. Suffice it to say that the Cooling air flows past the fins 45 on the cylinder blocks in the channel 43 for cooling. The cylinder liner and parts 49 are also by injecting oil through a channel 73 to minimize friction and by passing a Coolant, such as air, is cooled on the fins 75.

The main feature of the invention, however, lies in the use of a compressor or supercharger, such as the center section compressor 47, in conjunction with a bypass line 48, Fig. 2, and a throttle valve 50 in the bypass line for optimal control of the power output without ineffective combustion and pollution.

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The middle section compressor 47 is described in detail in the introduction mentioned US patent application, SN 459 216, already proposed, to which reference is made for further details.

For purposes of explaining FIG. 1, the following description is directed to the cross-sectional view between a central one Side plane 49 and the cylinder block and cylinder head, which are shown in cross section. The cross-sectional part of Fig. is guided along the central longitudinal plane of the V-engine 11. The center section compressor 47 includes: a plurality of uniformly shaped parts 51 rotated by an annular chamber 53 2, which is delimited by a radial inner wall 55 or by a radial outer wall 57, a central part inlet opening 59 and a middle part outlet opening 61, see Fig. 2. The uniformly shaped parts 51 are with the respective Pistons connected in at least one group of pistons which are arranged in a cylinder block. With "evenly shaped" is meant a shape that can be rotated through the annular chamber and has uniform side dimensions, so that they seal against the walls of a uniformly dimensioned

ο the ring chamber rests in the entire range of rotation of 360, regardless of whether it is the longest dimension of the chamber or the shortest dimension. As shown, the uniformly shaped parts are uniformly cylindrical in shape, since this is the most easily usable shape and

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forms the preferred embodiment. The uniformly cylindrical shaped parts 51, which are shown, extend to the vicinity of the connection with the relevant, in-line piston in the plane 49 in the middle of the V-angle ei . As shown, the cylindrically shaped parts 51 extend to the plane 49 so that they can be rotated without creating problems of sealing engagement with the inner and outer walls 55 and 57, respectively. Also, as shown, both cylindrically shaped portions 51 and 51A are uniform cylinders and extend to the central plane 49. The uniformly cylindrically shaped portions 51 and 51A can constitute an integral part which is preformed to the desired V-angle α. As shown, the cylindrically shaped parts 51 and 51A are fixedly connected to one another by suitable internally arranged brackets and by countersunk set screws (not shown). The holder arranged inside and the countersunk adjusting screws allow the sealing of the relevant parts 51 and 51A to be maintained on the inner and outer walls 55 and 57 regardless of the position

o angle and over the entire range of rotation of 360 of the relevant cylinder blocks 21. Preferably, the cylindrically shaped parts 51 and 51A each have a polished one Outer surface to facilitate sealing on walls 55 and 57, respectively, where sealing takes place.

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The radial inner and outer walls 55 and 57 are concentric about the respective central longitudinal axes of the respective cylinder blocks 21 arranged around so that in connection with end sealing devices they have an annular chamber 53 between limit the center plane 49 and at least one of the cylinder blocks. Preferably, the radial inner and outer walls 55 and 57, as shown, between the two cylinder blocks and delimit two annular chambers which fit into one another and actually limit a single chamber. This avoids the problem of having a To have to create a seal, and the capacity of the center section compressor 47 is doubled without the cost increased significantly.

End sealing devices such as the cylinder block end 87 with its sealing lips 89, 90 and annular shoulders 91, 92 delimit the ends of the annular chamber 53 and bear against the cylindrical parts 51 in a sealing manner.

The inner and outer walls 55 and 57, respectively, are preferably smooth and are arranged next to the larger walls of the relevant parts 51 so that there is a fluid-tight relationship therewith. The degree of tightness can change depending on the purpose of use. For example, in some applications it will be desirable to create extremely tight tolerances so that very little fluid is applied to the parts 51 concerned

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flows past. In other applications, relatively larger tolerances can be used when the middle section compressor ("center section compressor" in English usage) only as a fan with relatively low differential pressures the relevant parts 51 is to be used or when the fan 47 has an excess capacity, so that only a fit is required that prevents excessive "blow-past". For configurations that require high fan or

Loader capacity / displacement ratios can result from the air gaps be large enough (about 1.3 mm to 1.9 mm) to allow contact between the parts 51 with any surface of the annular chamber 53 to prevent safe. This situation would not require a cylinder liner. As shown, however, the inner and outer walls 55 and 57, respectively, have elastic members, such as rubber coatings 63 and 65, respectively, with are glued to them. In particular, the inner rubber cover 63 is glued to the exterior of the stationary central support 30, while the rubber cover 65 is glued to the inner walls of the stationary outer housing 15. It can all be elastic Sealing materials are used that have sufficient wear resistance. For example, the polyfluorocarbons, synthetic rubbers, materials like neolite, and thermoplastic materials including the more expensive materials, such as nylon or orion, can be used as sealing linings. In fact, low friction metals such as the copper-based metals, on one or both surfaces, especially when the copper-based metals with synthetic Lubricants, such as silicone or fluorinated hydrocarbons, are impregnated, but the coating layers are not

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necessary. When the annular chamber is to be used in conjunction with a combustible mixture, such as in the V-engine 11, it is necessary that any linings that are used be resistant to the fuel, such as gasoline. If a combustible mixture is used, the inner surface or cylinder liners may be used do not tend to create hot spots which create the risk of pre-ignition and the risk of explosion could cause. The constantly lubricated surfaces, such as those impregnated with silicone or polyfluorocarbons Brass, also prevent ignition or generation of hot spots and are satisfactorily usable. To the To minimize leakage between the rotating parts 51 and the walls of the annular chamber, it is necessary to that the linings are softer and more elastic than the ones in question. Part 51.

From a joint consideration of FIGS. 1 and 2 it can be seen that the annular chamber 53, which is concentric around the Longitudinal axis of their block in question is arranged in length from a first point BDC, which is the largest or has longest longitudinal dimension, changes to a second point TDC, which has the smallest or shortest longitudinal dimension. the The first digit BDC is the bottom dead center position in a conventional internal combustion engine and the ring-shaped one Chamber between the relevant parts 51 has its largest capacity at this point. As mentioned above, the second digit TDC of the top dead center position of a conventional one

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Internal combustion engine equivalent and the annular chamber between the adjacent parts 51 has its minimum capacity in this position. A gaseous fluid between the adjacent parts 51 in the annular chamber is enclosed between the radial inner and outer walls 55 and 57, when moving from the first Digit BDC compressed to the second digit TDC. Conversely, if a pair of adjacent parts 51 differ from the second Position TDC moves to the first position BDC, the chamber volume in between becomes larger and is available to accommodate one Fluids available, equivalent to a suction stroke of a conventional one Piston engine when there is a connection with the inlet port 59.

The central portion inlet port 59 is connected to a downstream end of the carburetor 31 for admitting the combustible mixture which is formed by air passing through the carburetor and taking in, for example, gasoline vapors. The inlet port 59 is connected to the annular chamber 53 "upstream and near the first point BDC for introducing the combustible mixture. As shown, the central portion inlet port 59 includes a circumferentially extending channel 67 for facilitating the influx of the combustible mixture from the Carburetor 31 and substantially all of the suction rotary sector from near the second point TDC to near the first point BDC when parts 51 rotate counterclockwise in Fig. 2. An inlet conduit

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is shown schematically between the carburetor 31 and the channel 67. Thus, the combustible mixture becomes ring-shaped Chamber initiated between the parts 51 before it is compressed and during the opposite cycle is discharged via the outlet opening 61.

The middle part outlet opening 61 is provided for discharging the combustible mixture which is passed through the inlet opening 59 let in and compressed in the Mitfielteilkompressor 47 will. The center section outlet port 61 is in fluid communication with the annular chamber 63. As shown, the center section outlet port is 61 is also connected to the inlet openings 27 via the central inlet channel 29, see FIGS. 1 and 2. The entry from the central part inlet opening 61 into the central inlet channel 29 is in part indicated by the curved arrow 78 shown. In the same way, the curved arrows 79 and 81 show the spatial path of the combustible mixture at Flow through the relevant inlet openings 27 and when flowing into the relevant cylinder 23. If each Kotben 25 moved to its predetermined first position to open the inlet port 27, thus flows the compressed combustible Mixture in the relevant cylinder 23 before the compression cycle, which is followed by ignition by the spark plug 37.

The invention also makes of the improved centrifugally assisted Rinse use that mentioned in the opening paragraph

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US patent application SN 482 184 is proposed and on which is referred to for details not included in the present description. According to the proposal in this patent application a critical mounting location for the intake and exhaust ports, respectively, becomes in the engine and uses the layout of the respective inlet channels leading to the respective inlet ports to a predetermined critical flow profile within the cylinder to achieve complete flushing, but without over-flushing. "Flushing" means causing the undesirable products of combustion and exhaust gases to flow out of the cylinder. "Overwash" means that in addition to the products of combustion, also part of the incoming fresh filling of the combustible mixture Cylinder flows out. When designing the intake and exhaust system, advantageous use is made of the centrifugal force field of the rotary V-engine made to do this by centrifugal force to effect assisted suction and flushing.

In particular, the channel 29, which is arranged in the middle of the respective cylinder blocks 21, leads over the middle section compressor and the inlet conduit 69 is connected to the carburetor 31, the combustible mixture up and into the cylinders, such as indicated by arrows 79 and 81. The need for this improvement of the V-engine 11 when this is a 2-stroke engine is operated, is set out in the aforementioned US patent application SN 482 154. It is sufficient to state here that with one conventional structure the entering and denser fresh filling

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due to the centrifugal force field from the inlet ports on the inside of the cylinders directly into the outlet ports would be thrown on the outside of the cylinder.

The rotary V-engine 11 has a plurality of inlet ducts 101, cf. Fig. 4, which are connected to the central channel 29 and extend outward, where their ends 103 are connected to the respective inlet openings 27. The cylinders have of course each have their own inlet port 101. The inlet openings 27 are arranged in the respective cylinders 23 such that in connection with the direction of entry of the end 103, the flow of the entering dense, combustible mixture in a critical Flow profile to the radially outer side of the cylinder (radially to the cylinder block) and upwards to and near it of the upper end of the cylinder 23 is passed. The critical flow profile thus uses the centrifugal force field of the rotating Cylinder blocks advantageous. In a preferred embodiment the relevant inlet openings 27 are arranged with respect to the cylinder block radially outside the center line of the cylinder and the end 103 is at a critical angle

ο ο

Θ, see Fig. 4, in the range from 30 to 60 against a plane 106 which is perpendicular to the longitudinal center line of the cylinder is directed obliquely upwards. The angle is preferably

ο
θ in the upward direction about 45. In addition, preferably the longitudinal axis of the end 103 forms an angle β with a radius through the center of the cylinder 23, see. Fig. 5, extends from the central inlet channel 29 made in a range of

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15 to 90, so that the combustible mixture entering a motion is given that has a tangential component. Thus, the dense filling of entering becomes combustible Mixture hurled towards the radial outside of the cylinder and towards the top, forcing the hot, less dense ones Combustion products and exhaust gases, extend radially towards the interior of a cylinder and down towards its exhaust port 33 to move.

The outlet openings 33 are provided with a plurality of outlet channels 113 connected as shown in FIG. The outlet channels 113 extend from the engine to the outside and are used for Discharge of combustion products and exhaust gases, as shown, into an outlet collecting ring 115, see FIGS. 1 and 5. To facilitate the discharge of the combustion products and exhaust gases, the relevant outlet openings 33 are in the

ο
inner half or 180 - sector of the cylinder, which the central channel 29 lies closest. The respective outlet openings 33 are also arranged in the lower part of their respective cylinders or the second end of the cylinder. However, as in conventional 2-stroke engines, the outlet openings 33 are arranged a distance above the inlet openings. In particular, the outlet openings are arranged at a distance above the inlet openings that corresponds to the degree of rotation with equivalent movement of the respective

ο ο

Pistons within the cylinder in the range from 10 to 20,

ο
preferably about 15, is equivalent. In this way, the

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hot combustion products and exhaust gases are first vented by the downward movement of the piston opening the exhaust ports 33 so that the pressure within the cylinders 23 is reduced. The continued downward movement of the piston then opens the inlet port 27 and the dense, combustible mixture is thrown into the cylinder. The incoming combustible mixture is forced to have its critical flow profile toward the outer wall and the top of the cylinder, forcing the combustion products and exhaust gases downwardly and radially inward and out of the outlet openings 33 and thereby performing a complete purge. Since the incoming combustible mixture maintains a relatively discreet front with the hot products of combustion and does not mix with them, a complete purge can be performed without practically over-purging, leaving a good combustible mixture to ignite. The flow into the critical profile is supported by the pre-compression in the middle section compressor 47.

With the center section compressor 47, however, it is easy to get too much combustible mixture in a cylinder 23, resulting in ineffective combustion and pollution for a given load. Fine control of the power output of the engine and efficient combustion with essentially no pollution is achieved by means of the bypass line 48 and the throttle valve device 50 which control the amount of compressed combustible mixture which is delivered to the suction side of the

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Middle section compressor 47 is diverted, and thus indirectly controls the pressure that is used to inject the compressed combustible mixture is available in the cylinder.

The bypass line 48 is, as shown, for example by conventional threaded elbow bolts and threaded holes, in fluid communication with the annular chamber 53 adjacent to a third location which is radially adjacent to that Is the location at which the central portion outlet port 61 is in fluid communication with the annular chamber. the Bypass line 48 is also connected in fluid communication upstream of the first location to convey compressed combustible To direct mixture to the suction side of the middle section compressor 47. The inlet conduit 48 has an internally disposed channel 119, see Fig. 2, for the flow of the compressed combustible mixture. If necessary, the channel 119 can be integral with the remaining part of the housing are cast, whereby the separate screwed-on bypass line 48 is eliminated. The inner one Channel 119 has an opening at its upstream end 121 and at its downstream end with an opening 123 tied together.

For controlling the flow of compressed combustible mixture from the outlet portion of the center section compressor to the suction section a throttle device 50 is provided. The Thrush Voi— Direction 50 allows fine control of the speed and the

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Power output of the engine and contains a shut-off part, such as a rotary flap 125, within the bypass line 48 and an accelerator linkage part, which is represented schematically by a lever 127 and a control cable 129, which is drivingly connected to the shut-off part and can be actuated by an operator in such a way as to that the shut-off part is positioned for power fine control in the manner indicated by the operator. It is noteworthy that the action of the rotary valve 125 is opposite to that of a conventional carburetor throttle valve. In particular, an acceleration or higher power output of the engine is brought about by the rotary flap 125 being closed. This increases the pressure acting on the combustible mixture and causes a larger amount to be introduced into the cylinders. Conversely, a deceleration or lower power output of the engine is caused by the rotary flap 125 being opened. This will divert more and lower the pressure on the combustible mixture. As a result, when a conventional accelerator is used, it is advantageous for a reversal rods to be used to any confusion of the operator to avoid in the performance of fine control.

For a coarse power control, a main throttle device, such as a rotary valve 131, is provided in the carburetor 31. Experience has shown that the adaptability, which is given by the rotary flap 131 , in the

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in most cases it is not necessary.
Operation;

In operation, the cylinder blocks, cylinder heads and

Pistons 21, 22 and 25 of the V-engine 11 by a conventional one Starting device rotated, which meshes with the corresponding gears on the shafts 35. If there is a piston in the Moved near top dead center and thereby compressing its filling of compressed combustible mixture, the spark plug is 37 ignited. The compressed combustible mixture is ignited and the combustion front begins through the compressed to move combustible mixture through to the outside. The pressure formed at this point then acts on the face of the piston and cylinder head in question and moves the piston and cylinder head away from each other, which in turn causes automatic rotation of the cylinder heads and blocks so that the rotation of the Starter is no longer required. The starter is disengaged by a conventional screw drive or the like. air is drawn inward through the carburetor 31 where it is mixed with the fuel, such as gasoline, in a conventional gasification step is mixed. The resulting combustible mixture is then inwardly to the inlet conduit 59 and to the Center section compressor 47 sucked. The compressed combustible mixture is partly passed into the central part outlet opening 61 and diverted in part through passage 119 and the throttle device back to the suction side.

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Diverting the compressed combustible mixture allows a much lower negative pressure to be maintained with less damage. For example, without the application of the invention, the elastic rubber covering Loosen 63 and 65 because of the high vacuum of up to approx. 533 mm on the suction side of the compressor 47. In the case of the inventive Motor now only need about 50 mm (2 inches) of vacuum at the point of highest vacuum in the annular Chamber 53 to be used. The reduced vacuum has thus reduced labor requirements, eliminated leakage and the efficiency of the middle section compressor 47 increases and forces the combustible mixture of air and fuel into the central channel 29 to flow. By using a throttle device 50 in the bypass line 48, fine control is possible the performance possible and there is no need to use an accelerator pump in the carburetor to make liquid Injecting fuel and causing ineffective combustion and the so-called "bad" pollutants such as hydrocarbons. causing substance-free radicals in the exhaust gases.

With respect to that part of the compressed combustible mixture that flows into the cylinders when the piston moves downwards past its associated inlet opening 27, the combustible mixture flows into the relevant cylinder 23 before the compression stroke of that piston in question Cylinder has just been fired, has moved downwardly with respect to its exhaust or exhaust port 33,

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the products of combustion flow through the outlet port 33 and out of the exhaust system therefrom, as in FIG a conventional 2-stroke internal combustion engine. When the piston that is just exhausting the products of combustion has allowed to move further downwards, it opens its associated inlet port 27 so that, under the higher pressure, which is then present in the cylinder, a combustible mixture flows in from the central inlet duct 29. The entering Flammable mixture flushes almost completely, as described above, because of the critical angle and because of the design of the Inlet channel and the location of the inlet and outlet openings 27 and 33, respectively. Then the combustible mixture, that has flowed into the cylinder is compressed when the cylinder block continues to rotate and the piston simultaneously half of its cylinder and the rotating cylinder block 21 reciprocates. When the compressed filling the ignition position When it passes the ignition lead, its associated spark plug will cause ignition to complete the cycle.

The invention plays a major role in reducing the specific fuel consumption of the V-engine 11 below the value which is theoretically regarded by automotive engineers as the absolute minimum for internal combustion engines. In addition, the Invention enables the development of a lightweight motor capable of generating torque at low speeds of for example 535 rpm, which is greater than that of large ones

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Truck engines that are more than double the displacement and more than twice the weight and with speeds of 2,000 rpm, to run. The invention has alleviated the problems associated with the high leakage rate and ineffective compression in the center section compressor 47 and has also alleviated the problems associated with loosening the resilient coverings are connected on the inside of the annular chamber 53 due to the high negative pressure. The invention enables the circulation of the combustible mixture until the fuel is thoroughly mixed in it and has the injection of liquid fuel with the associated ineffective combustion and pollutant generation eliminated.

If necessary, the throttle device 50 can contain a shut-off device, by means of which the amount of combustible mixture that enters the central part of the eating opening 61 increases with one Pressure responsive bypass shut-off part in the bypass line (analogous to a pressure relief valve) is controlled.

The invention is of course also applicable when only one half or one cylinder block of the V-engine is used. will. Such structures can be produced in the future, in which only a cylinder block, a cylinder head and a group of Pistons are used as a motor and the other as a compressor, or in which a swash plate is used with only one Cylinder block, a cylinder head and a set of pistons.

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ORIGINAL INSPECTED

While the invention is above in terms of use a fuel-air mixing device such as a Carburetor, and the compression of the combustible mixture have been described, but their field of application extends further. For example, the invention can be used to control the purge volume and the induced air in a diesel engine control in which the fuel is injected separately.

Within the scope of the invention, the person skilled in the art can use the embodiments described above merely as exemplary embodiments In addition, a multitude of options for changes in terms of structure, combination and arrangement the parts of the engine.

703847/0171

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Claims (10)

Patent claims: 1 . Internal combustion engine having a cylinder block and a cylinder head delimiting cylinders therein; having at least one set of pistons disposed within the cylinders; a fuel-air mixing device for forming a combustible mixture containing a combustion-assisting gas and fuel; having a plurality of inlet openings for introducing the combustible mixture into the respective cylinders above the respective pistons therein at least at the time when the pistons have reached a predetermined first position, the inlet openings being connected to the cylinders and communicating with them in the first position ; igniting devices for igniting the combustible mixture in a predetermined second position, the igniting devices being operatively connected to the interior of the cylinders between an ignition end of the cylinders and the respective pistons in the second position for ignition; with a plurality of outlet openings for discharging combustion products and exhaust gases following the ignition and combustion of the combustible mixture from inside the cylinders and in a predetermined third position of the respective pistons, the outlet openings being connected to the cylinders and with them in the third position stay in contact; and with power delivery devices connected to the cylinders for power delivery, characterized by: 703847/0 171 ORIGINAL iNSPECTED 262040 * a) a compressor, which is connected between the fuel-air mixing device and the inlet openings, for compressing the combustible mixture and for more carefully mixing the fuel with the combustion-assisting gas therein, the compressor with the fuel-air mixing device on one Suction part connected and connected to the inlet openings via an outlet channel at an outlet part at which the combustible mixture will have been compressed; b) a bypass line which is in fluid communication with the compressor adjacent to the outlet part and the suction part of the compressor, to divert the compressed combustible mixture to the suction side of the compressor and thereby part of the withdraw flammable mixture from the cylinders; c) a throttle device for controlling the speed and the power output, which has a shut-off part within the bypass line and an accelerator part which can be actuated in a driving manner in order to position the shut-off part make, and is operable by an operator to the shut-off in the specified by the operator Way to fine-tune the motor to position; whereby the combustible mixture can be compressed by the compressor and a more efficient combustion and a less pollutant generation can be brought about by the bypass and the throttle device. 103 * 7B2ÖA0S 3 2. Combustion engine of the rotary and the so-called angle piston type, in particular according to claim 1, a) with a first and a second cylinder block, which are each rotatable about their central longitudinal axis and each have a plurality of radially spaced, substantially parallel cylinders around the corresponding central Longitudinal axis are rotatably arranged, the open ends of the cylinder groups in question facing each other in a Line and at an angle with respect to each other, so that a V-angle α of at least 90 and less is formed as 180 °; b) having a first and a second set of pistons arranged in respective cylinders, one pair connected by in-line pistons in in-line cylinders at the V angle α are, and each pair of interconnected pistons in the respective cylinders rotatable and, by angular displacement, is reciprocable within and with respect to the cylinder in question when the pistons are on a overall elliptical path, and the pair of interconnected pistons having their same relative position top-to-top as the pistons rotate with their respective cylinders; c) with a first and a second cylinder head, which with 709847/0171, ORIGINAL IM 2B20A0S ad - the first and second cylinder blocks are connected and rotatable therewith; d) with a fuel mixing device to form a combustible Mixture containing a combustion-assisting gas and fuel; e) with several inlet openings for admitting the combustible mixture into the respective cylinder above the relevant piston therein at least at the time when the pistons and cylinders have reached a predetermined first position, the inlet ports being connected to and communicating with the cylinders in the first position; f) with an ignition device for igniting the combustible mixture in a predetermined second position, the igniter being operative with the interior of the cylinders is in communication between a second end of the cylinders and each of the pistons in the second position for ignition; g) with a plurality of outlet openings for the discharge of combustion products and exhaust gases which lead to ignition and combustion of the combustible mixture follow, out of the cylinder and in a predetermined third position the piston and the cylinder, the outlet ports being connected to and communicating with the cylinders in the third position; and 709847/0171 ORIGINAL INSPECTED 2620 / .0G h) having power output devices associated with the first and second cylinder blocks for outputting power with respect to they are connected; characterized by a combination of a middle section compressor and a bypass, which contain: i) several uniformly shaped parts that correspond to pistons in at least one of the piston sets in at least one Cylinder block are connected and up to the vicinity of the connection with corresponding in a line piston extend the V angle α; j) radially inner and outer walls and end sealing devices forming an annular chamber concentrically disposed about the central longitudinal axis of the at least one cylinder block, the annular chamber extending in length from its largest longitudinal dimension at a first location (BDC), the the bottom dead center is equivalent, changes to its smallest longitudinal dimension at a second point (TDC), which is equivalent to a top dead center, and wherein the inner and outer walls are arranged immediately next to the uniformly shaped parts, so that the parts are forced to pass through the annular chamber and in fluid-tight contact therewith so that compression of a fluid occurs between adjacent parts as they move from the first location to the second location and also the fluid into the 709847/0171 ORIGINAL INSPECTED - ge - annular chamber is sucked in as they move from the second location to the first location; k) a central inlet port for introducing the combustible Mixture in fluid communication with the annular chamber upstream of the first location and with the fuel-air mixing device; I) a central part outlet opening for discharging the compressed combustible mixture in fluid communication with the annular chamber adjacent the second location and with the inlet ports stands; m) a bypass line which is in fluid communication with the annular Chamber next to a third location upstream of the second location (TDC) and upstream of the first location stands to divert the compressed combustible mixture to the suction side of the compressor and thereby part of the combustible To divert mixture from the cylinders; and n) a throttle device for controlling the speed and the power output, which has a shut-off part within the bypass line and includes an accelerator portion which, is driveably actuatable is to effect the positioning of the shut-off part and is operable by an operator so that the shut-off part positioned in the manner indicated by the operator for fine control of the motor; 709847/0171 ^{OR /} gwal inspected * / 62G40S whereby the combustible mixture is introduced into the annular chamber of the middle section compressor between the parts and can be compacted if the parts between which the combustible mixture is trapped move away from the first place move to the second location, with more efficient combustion and through the bypass line and the throttle device a lower generation of pollutants can be achieved. 3. Internal combustion engine according to claim 2, characterized in that the uniformly shaped parts are uniformly shaped. Cylindrically are. 4. Internal combustion engine according to claim 2 or 3, characterized in that that the first and the second piston group the evenly cylindrically shaped parts that contain two groups ^ of radially inner and outer walls, each having a limit annular chamber, are arranged concentrically around the central longitudinal axis of their respective cylinder block, that the two annular chambers form a continuous chamber between the cylinder blocks that the inner and Outer walls are each arranged immediately next to the cylindrically shaped parts, so that the parts are forced to to move through the chamber and in fluid-tight relationship therewith, so that the compression of the combustible Mixture between neighboring parts is made possible for whom they move from the first point to the second point, that each annular chamber varies in its longitudinal dimension from the first location to the second location; and that the central part inlet opening and the middle part with the continuous opening -: ■:. ■■ - = ■■■■■ "" ■■ ""'703847/0171 ORIGINAL INSPECTED 262 (UG6 - ar - Chamber upstream of the first point or next to the third point in communication; whereby the middle section compressor has approximately twice the compression capacity of a compressor with only a single annular chamber. 5. Combustion engine according to one of claims 2 to 4, characterized in that it is marked / that the central part outlet opening is connected to the inlet openings in at least the predetermined first position and that the combustible mixture, which is compressed in the middle section compressor, is also compressed within the cylinder. 709847/0171 ORIGINAL INSPECTED 2620AGS 6. Internal combustion engine according to one of claims 2 to 5, characterized in that the inner and outer walls have a covering that is softer and more elastic than that Parts to improve and decrease the seal and leakage therebetween. 7. Internal combustion engine according to one of claims 2 to 6, characterized in that a mixture channel, the one central channel in each cylinder block connecting the inlet ports to the central portion outlet port. 8. Internal combustion engine according to one of claims 2 to 7, characterized in that the inlet openings deß radially outside from the central channel on the center line of the cylinders and in that each end has a channel section, at a critical angle θ within the ο ο Range from 30 to 60 is inclined to a plane which is perpendicular to the longitudinal center line of the cylinder, and below a critical angle β within the range of 15 to ο
90 - is inclined towards the central planes extending from the central central duct through the center lines of the cylinders in question. 9. Internal combustion engine according to one of claims 2 to 8, characterized in that each outlet port is within a 180 sector
thinks, cherishes. ο
180 sector that is closest to the central channel 703647/0171 ORIGINAL INSPECTED 26204öS> - ΊΟ 10. internal combustion engine of the rotary and the so-called angle piston type, in particular according to claim 1, a) with a first and a second cylinder block, which are each rotatable about their central longitudinal axis and each have a plurality of radially spaced, substantially parallel cylinders around the corresponding central Longitudinal axis are rotatably arranged, the open ends of the cylinder groups in question facing each other in a Line and at an angle with respect to each other ο are, so that a V-angle α of at least 90 and less is formed as 180 °; b) having a first and a second set of pistons arranged in respective cylinders, one pair of pistons arranged in a line in cylinders arranged in a line at the V angle α with one another. are linked, and each pair of interconnected pistons rotatable in the respective cylinders and, by angular displacement, is reciprocable within and with respect to the cylinder in question when the pistons are on a overall elliptical path, and the pair of interconnected pistons having their same relative position top-to-top as the pistons rotate with their respective cylinders; c) with a first and a second cylinder head, which with 7QS847 / 0171 ORIGINAL INSPECTED 262Ö40S the first and second cylinder blocks are connected and rotatable therewith; d) with several inlet openings for admitting at least one the combustion supporting gas in the respective cylinder above the respective piston therein at least to the time when the pistons and cylinders have reached a pre-adjusted first position, the inlet ports with the Cylinders are connected and are in communication therewith in the first position; e) with a fuel-air mixing device for forming a combustible mixture containing the combustion assisting gas and a fuel; f) with an ignition device for igniting the combustible mixture in a predetermined second position, the ignition device operative with the interior of the cylinders between a second end of the cylinder and each of the pistons in the second position is in communication with ignition; g) with several outlet openings for discharging combustion- products and exhaust gases following the ignition and combustion of the combustible mixture from the cylinder and in a predetermined third position of the pistons and the cylinders, the outlet ports being connected to the cylinders and with these are connected in the third position; and 709847/0171 originally inspected h) having power output devices connected to the first and second cylinder blocks for outputting power thereto; characterized by a combination of a middle section compressor and a bypass, which contain: i) several uniformly shaped parts that correspond to pistons in at least one of the piston sets in at least one Cylinder block are connected and up to the vicinity of the connection with corresponding in a line piston extend the V angle α; j) radially inner and outer walls and end sealing devices, which form an annular chamber which is arranged concentrically around the central longitudinal axis of the at least one cylinder block is, wherein the annular chamber extends in length from its largest longitudinal dimension at a first point (BDC), which is equivalent to the bottom dead center, changes to its smallest longitudinal dimension at a second point (TDC), the one top dead center is equivalent, and wherein the inner and outer walls are arranged immediately next to the uniformly shaped parts so that the parts are forced through and in fluid-tight contact with the annular chamber to pass through, so that the compression of a fluid between adjacent parts occurs when they move from the first location move to the second location, and also the fluid into the 7038 4 7/0171 ^or ' ^g ' nal inspected 782CUG8-, fete annular chamber is sucked in as they move from the second location to the first location; k) a central part inlet opening for initiating the combustion supporting gas in fluid communication with the annular Chamber is upstream of the first location; I) a central part outlet opening for discharging the compressed, combustion assisting gas in fluid communication with the annular chamber adjacent to and with the second location the inlet openings; m) a bypass line which is in fluid communication with the annular Chamber is next to a third point upstream of the second point (TDC) and upstream of the first point, around the redirecting compressed combustion-assisting gas to the suction side of the compressor and thereby part of the Divert combustion assisting gas from the cylinders; and n) a throttle device for controlling the speed and the power output, which has a shut-off part within the bypass line and includes an accelerator part which is drivingly operable to effect the positioning of the shut-off part, and is operable by an operator so that the shut-off part in the specified by the operator Way to fine-tune the motor is positioned; 703847/0171 ORIGINAL INSPECTED whereby the combustion-assisting gas in the ring-shaped Chamber of the middle section compressor between the parts can be introduced and compressed when the parts between which the combustible mixture is included, moving from the first point to the second point, being through the bypass line and the throttle device causes more efficient combustion and less pollutant generation. t09847 / 0171 ORIGINAL INSPECTED