DISTRIBUTION CYLINDER

Abstract

The distribution cylinder (CDM) is a simplified, efficient and rational concept for insertion, top sealing and gas evacuation, for a new transformation of the internal combustion engine. It enables the extraction of ninety percent of the components from the old standardized system, which is more than a century and a half old, and which, until now, have performed these vital functions with the known limitations described in this study. The CDM lightens the structure and functionality of the engine, allowing manufacturers to save materials, production time, maintenance and fuel. It allows for the creation of powerful, faster and less polluting engines. It recommends that the four-stroke engine be recalibrated, considerably improving its performance. Thus equipped, it would naturally run faster since it would be freed from the mechanical limitations of its more resistant valve cylinder version The adoption of the timing cylinder, combined with the modern techniques developed for powering today's internal combustion engine, lays the foundation for a new generation of competitive yet lighter and more compact engines. Their torque will not only be more available but also more flexible to serve all uses and all engine sizes.

Claims

1. The distribution cylinder (CDM) is made of a thick metal tube, carefully polished from the outside for a hollow interior, and is sectioned into as many engine cylinders as it feeds and discharges, characterized in that each of its sections has two oblong orifices operating on 45? theory; a first port for the gas intake and a second for the exhaust, an internal and tight partition separates the intake ports from those of the exhaust over the whole length of the CDM, the intake cover of this partition is at the behind, while the exhaust compartment is rather closed at the front, in relation to the axis of the piston, the CDM is fixed eccentrically in a groove of 180? (degrees) formed, by a lip that goes up the engine block and completed by the special spacer that carries the spark plug or injector; It rotates on a bearing at the speed of one revolution for every two revolutions of the crankshaft, grazing its seat without touching it, a thick cover covers its entire length.

2. Distribution cylinder according to claim 1 the orifices are oblong in shape, their opening angle on the axis of the distribution cylinder is 45? degrees, combined with the access space above the piston, in front of which the orifices of 45? degrees yawn so that their crossing respects the theoretical cycle of the four strokes and closes at the end of the stroke of the piston concerned; that is to say on a rotation of 90? degrees theoretical; (FIG. VII) in practice the modifications related to it, that is to say AOA, RFA and AOE, RFF. can be realized at the time of optimization of the performances, the CDM rotates on bearings driven by a chain, at the speed of a whole for two rotations of the crankshaft, gazing its seat without touching it.

3. A distribution cylinder according to claim 1, wherein the air inlet of the whole cylinder line to be filled is single from the inlet of the distribution cylinder, the outlet of the burnt gases towards the back is also single; thus eliminating your conventional manifolds; said distribution cylinder acting as an intake and exhaust manifold.

4. Distribution cylinder according to claim 1, characterized in that the sealing of the compressions is conceived for each fire chamber by making a closed and curved box of rectangular cross-section, the curvature perfectly matching the external shape of the outer curve of the distribution cylinder, this ring is housed in a deep groove that loops the combustion chamber; thus adjusted and lapped, the said ring is maintained in contact with the distribution cylinder first by small spring blades previously placed below the said grooves, then pushed by calibrated oil pressure coming from the lubrication holes. this pressure of the ring in contact with the external body of the CDM ensures the total sealing of the compressions.

5. The distribution cylinder according to claim 1, is characterized by the fact that the body of the CDM on which the blades are fixed is rotable; the front blades of the rotor, oriented in the opposite direction to the blades, increase the air speed tenfold and thus improve the filling time of the cylinders to be fed; the interior of the CDM, which easily houses the compressor and propeller blades rotating on the same axis, thus offers filling without external obstruction to the entire line of engine cylinders thus equipped, from the smallest to the largest cylinders to the whole line of engine cylinders, from the smallest to the largest cylinders; this equipment gives the engines even more rapid acceleration; an exhaust valve regulates the pressure during pressure during the toning process.

6. A distribution cylinder according to claim 1, characterized in that it is provided with a tube rotating on bearings without risk of percussion by any other proximity element in its normal operation, not constituting any mechanism limiting its extension, thus allowing an increase in the speed of rotation of the engine thus equipped.

7. The distribution cylinder according to claim 1, is characterized in that it gathers in itself all the distribution organs, that the latter rotates on bearings scraped only by the special curved rings for the sealing with very low resistance, we estimate that less than 5% of the frictional resistance produced by the CDM distribution compared to the valve distribution; the more than 95% of resistance recovered (by the extraction of the valve return springs and others) is returned to the vehicle in terms of energy recovered, giving a clear increase in engine efficiency. The consumption of hydrocarbons is reduced, thereby reducing the pollution rate.

8. Distribution cylinder according to claim number 1. characterized in that it includes a specially designed spacer which completes the 180? (degrees) seating to receive the CDM on its eccentricity, this spacer fitting here on the right flank on our diagram of FIG. 2, constituting a part of the combustion chamber on its inside and its outside offering space for spark plugs or injectors.

9. Distribution cylinder according to claim 2. comprising two distinct distribution cylinders; the first one for the intake having only intake ports identical to those of the mixed CDM; the second one having the exhaust ports; this version without internal separation, receives a special curved ring for sealing by oblong port, each section being formed by an intake port coming from the first cylinder and a second port aligned to the first one and established on the exhaust cylinder, placed at the service of the same engine cylinder.

10. A single-piece distribution system per cylinder line for a four-stroke internal combustion engine according to claim 1, characterized by a part (the CDM) rationally fulfilling all the distribution functions; of a volume and weight defined according to the cubic capacity, the said part being fitted inside the engine, free of manifolds, thus generating more materials for its construction and saving time for mounting, thereby producing more compact engines.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0044] FIG. 1Exploded view of the engine equipped with the (mixed CDM).

[0045] FIG. 2Cross-section of the engine equipped with two distinct cylinders.

[0046] FIG. 3Comparison of the air inlets offered by the oblong holes of the CDM in relation to the valves.

[0047] FIG. 4Different views of the curved sealing ring.

[0048] FIG. 54-stroke materialization in 2d and representing the four-stroke engine.

[0049] FIG. 6Different types of mixed CDM

[0050] FIG. 7Perceived angular division of the four strokes, angles of the ports, angles of the access spaces and spaces between ports: all 45?

[0051] FIG. 83d presentation sketch of our prototype with integrated turbine.

DETAILED DESCRIPTION

[0052] The multiplication of valves in a distribution system is intended to facilitate better filling of the cylinders: by observing by way of illustrating the space offered by the orifice of a CDM that leaks in front of the cylinder it supplies, we can conclude that with this new system, the filling and advantages achieved go far beyond the two valves that comes largely above the two valves serving the same purpose (See FIG. 20).

[0053] Note: It has been said in the summary description that the mixed CDM will be mounted in an offset manner. This eccentricity of CDM on the cylinder that it supplies and evacuates is foreseen, in order to leave an access from outside in the combustion chamber; which will be able to receive the spark plugs, those of preheating or the injectors in diesel version. The special spacer described above compensates for this space. (See FIGS. 1 and 7). The version of the separate cylinders receiving without inconvenience these vital accessories in its middle part.

Sealing of the Compressions:

[0054] A curved ring of rectangular section, whose contour will surround your combustion chamber will be designed in suitable material, (See FIG. 4) this closed ring will be housed this closed ring will be housed in a groove whose precise shaping will loop from the outside, said chamber. It will be kept in contact with the CDM first by weak spring blades at a standstill; then by oil pressure, coming out of the lubrication holes provided for this purpose from the bottom of the said housing. The ring, with this calibrated pressure, will scrape the outside of the distribution cylinder. The correct and lapped contact of the two surfaces:

[0055] CDM and the ring resolutely prevents compression leaks.

[0056] This original and simple sealing system will be very effective.

How it Operates:

[0057] The engine equipped with cylinder timing has no difference in operation, compared to its counterpart with valves.

[0058] The intake port is synchronized with the first descent of the piston, as is the air intake valve. At the time of the first rise of the piston corresponding to the compression, the full part of the CDM closes the fire chamber sealed by the curved ring for the explosion. Then finally the evacuation orifice opens for the fourth time and the cycle can start again. (See plate of the abstract is descriptive).

[0059] The variable timing, turbines and air compressors continue to justify their contribution to the overcharging.

The Integrated Turbine:

[0060] The concept is that of a turbojet engine, (See FIG. 8).

[0061] The air flow enters from the front, sucked in by one or more compressor rotors, fixed on the same axis on which the rear driving propeller is fixed. The orientation of the blades is studied so that the exhaust gases leave from the rear, dragging the unit. The more the said gases rush out onto the rear driving blades, the more the boost pressure increases by driving the compressor. A regulating valve allows the pressure to be modulated according to need. However, the rotation of the body, support of the system (CDM) offers us the opportunity to accelerate the air molecules on the rotor. It will be enough to fix blades integral with the said body and oriented in favor of the upstream rotor. These blades will apply a pre-compression of air on the rotor placed just behind them to obtain a much shorter filling time. This results in even sharper, faster and more efficient recovery, faster than a conventional fixed-body turbine.

[0062] The big competition will find useful elements to be put forward. We present (FIG. 8) a three-dimensional sketch of our prototype engine with mixed CDM.

[0063] Not only has it been stripped of all the distribution accessories already mentioned in this description, including the intake and exhaust manifolds, but we have also removed the cylinder head for two 180? rising lips. The concept is even lighter, and logically functional, compact and economical.

[0064] The compactness offered here allows small cylinders, which consume a lot of hydrocarbons, to benefit from the advantages of supercharging (motorcycles and others).

[0065] Another advantage, not less significant, is the recycling of burnt gases, which is practiced by almost all designers. 1 It becomes an internal process that will not necessarily require external accessories.

[0066] The management of temperatures around the CDM is essential and technically controllable. We thought of a mixed cooling; air/water; (see the sketch of our prototype FIG. 8). Taking into account the above, it is obvious that its mode of drive is done by a chain called of distribution chain.

[0067] The engines are all energy converters. The efficiency of the four-stroke engine remains low and researchers continue to work on improving it. Our study is intended to be to increase it by a few good points while avoiding to make it more expensive or cumbersome.