report on how it works

TitleSolidarity piston engine on cycle 2 times spontaneously ignition or controlled (Saleri engine)PremiseInternal combustion engines, whether spontaneously ignited or controlled, are substantially similar in their construction architecture and are characterized by a low effective yield, regardless of the type of fuel used (normally between 0.25 and 0.5).The 2-stroke cycle and the 4-stroke cycle, therefore, differ not in the components (substantially similar), but in the pressure and temperature parameters at which they have to work to obtain combustion.The eight and diesel cycles perform an active phase at a rotation of the engine shaft of about 180 degrees, the remaining rotation (180 degrees for the 2 times and 540 degrees for the 4-stroke) is to be considered passive phase.The 2-stroke engine is characterized by greater construction simplicity and reduced maintenance costs, but on the other hand it is limited in performance because a charge of fresh mixture passes directly into the exhaust without being involved in the combustion cycle. In addition, there are lubrication problems due to the need not to be able to use the cylinder lubrication case as it is used as an input for fresh charging. (hence the need to use mixtures of oil and fuel that then burn generate more emissions)For these reasons the 2-stroke engine was essentially abandoned also due to its increased pollution due to the above although theoretically having twice as many bangs as the 4-stroke is better performing.In order to increase the performance of the engines, the technique of overpowering is widespread, which allows to enter into the cylinder a greater amount of air than normally an engine would aspire; Having more oxygen therefore increases the amount of fuel and consequently increases the maximum pressure and power.Limiting the engine's performance is helped by the fact that combusted gases must be discharged at a higher pressure than the air, in order to ensure that they have sufficient strength to spontaneously cross the exhaust collector.In addition to these intrinsic limits, all the equipment necessary for maintaining temperature, lubrication and overcharification should be considered; This results in such complexity as to cause a very low overall return.Additional limits are polluting emissions and, in most cases, the difficulty in using renewable energy sources for power.However, despite the above, the endothermal engine is now a form of propulsion that is difficult to replace as it is fundamental, especially in the transport sector.Cycle 2 timescycle 4 timesPATENT EXPOSURESignificant studies have been carried out on various types of engines but all reinforced by the principle that the operation should be designed for a single burst chamber and the split engines are nothing more than repetitions of the same structure.THE INVENTIVE JUMPI wanted to try to conceive an engine in which the work of a piston is also necessary for the cycle of the next thermal group. One of the possible provisions, perhaps the most advantageous, is the sequence of 3 thermal groups and is the one I'm going to analyze.The aim of having a simple engine with a higher yield is achieved with 3 main measures:1) An innovative arrangement of cylinders2) A piston with 2 diameters (double effect)3) The use of valves that re-cluzzle the various phasesBasically these are the main features that I intend to protect with the patentIn fact, for example, this engine consists of 3 thermal groups placed on the sides of an equilateral triangle where the head of a cylinder is in contact with the next's case, the 3 engine shafts (which are located at the vertices of that triangle) turn in solidarity with a rotation offset equal to 120 degrees compared to the thermal phase of the previous cylinder. The casing of a thermal group acts as a lung for the next being the suction in the casing by virtue of the depression created by the piston during ascent (pump case). By taking advantage of a 2-stroke cycle this architecture allows for significant advantages that mainly are:

1) Have 3 bursts every full turn of the engine shaft2) Put in contact the hot part of the engine (head) with the cold part (carter)getting a cooling also for conduction .3) Have a one-way gas flow4) Having to fit a single valve in the head increases its size and, as a result, reduce the load losses associated with it even as a result of a short suction duct.5) Thanks to the adoption of a properly shaped piston have a higher volume of air in the carter than the displacement having the opportunity to perform a good wash and also have an extra amount of air for overpowering6) You can use the case of one cylinder as a tank and take advantage of the pumping action of a piston to enter the fresh charge into the other cylinder.7) Use the crank shaft for valve control and consequently have more room for phase or lift variers8) Being able to rotate a tree against rotating so as to reduce the overall gyroscopic effectThe piston is characterized by being built with 2 distinct diameters.At the top (towards the sky) is corresponding to the diameter of reashing presumably with the 2 bands typical of the 2 times. The lower part, on the other hand, has a higher diameter and almost certainly a single elastic band will be enough. As a result, the volume of air processed at the same stroke will be greater at the rear, therefore, if that volume is forced inside a cylinder with the volume determined by the rearing of the front causes a natural and constant overpower useful to improve the washing phase as advantageous as increasing the combustible can also increase the fuel and have a more effective combustion. As an additional benefit you get a closed volume butvariable given by the double aesing and usable for lubrication of the typically difficult piston in the 2-stroke engine. In order to lighten the piston it may be possible to build it as if it were composed of 2 inverted mushrooms with different diameters. COMPONENT NOMENCLATURE1) Group 1 ,2 or 3 is to be considered the set piston, biella and crank and carter/head of a cylinder2) The piston has 2 diameters that we will call to rear the one at the sky and pumping the one of the largest diameter in the lower part. It is constructively more complex than a normal piston but could also be broken down into an inner and an external part to facilitate the passage of lubricant and cooling gas inside. Being long we should not have problems of escaping but rather mounting .3) Suction valve that is located in the casing and allows the input of air or mixture (we will call it with the number of the piston from which the shaft is controlled). It could probably also be automatic slats type or similar.4) Load valve also placed in the casing allows the transfer of air from the carter to the blast chamber of the other cylinder . Ideally, you should have a roller control that works with a sealed bearing or that runs over bronze or other low-friction material.5) Unload valve outside the cylinder is closed to allow the piston to be lubricated. Considering the carbon residues that are deposited on this valve I would be inclined to use a split rather than a rotating valve but this will have to be tested.traduttore - Bing

Operation
While piston 1 is located at p.m.s. piston 2 has already made a 120-degree rotation and opened the exhaust light allowing the evacuation of gases . The piston 3, on the other hand, is in a 240-degree position and is ready to start the compression phase.
STEP 1 OF 3
In the next 120 degrees the piston 1 performs the expansion but at the same time opens the load valve 2 which makes enter the fresh charge into the blast chamber of the piston 2.Such piston is still located with the exhaust light open. Due to the little stroke transmitted to the piston by the manovellism at this stage we can consider the piston firm with open light and fresh charge coming from the head (for descriptive convenience I will call this stall phase ). This generates a one-way gas flow from head to exhaust and should allow excellent washing of combusted gases. In addition, our piston has a higher rear diameter than the rear diameter of the reaft and as a result the volume of air processed at the same stroke is greater. The result is a natural overpower that improves washing and allows a constant increase in air despite being a vacuumed engine. At the same stage the piston 3 is compressing and at the same time opens the suction valve3 that enters a fresh charge into case 3 as a result of the depression created during the ascent of the piston .
Piston 1 starts compression, piston 2 expands and piston 3 stalls.
STEP 3 OF 3
Piston 1 is stalled and is unloading/suction aided by the opening of the load valve 1 , piston 2 begins the compression phase and at the same time opens the suction valve 2 that enters air into the case 2. Piston 3 performs expansion
STEP 2 OF 3

WHY 3 CYLINDERS

If we consider that the 3 engine shafts are staggered by 120 degrees we understand that while the first piston is at PMS the second is already having 3/4" of its race. From this position the race transmitted to the piston will be equal to 1/4 of the race in the first 60 degrees as in the next 60 degrees. In this rotational period in which moving air volumes slow their flow and then reverse the direction, it is likely that the inertia of the gases will have time to stabilize. In addition, it should be considered that during the stallion phase of a piston, the fresh charge is injected into the relative blast chamber, which will help to push combusted gases towards the exhaust light. This exhaust light should therefore have a maximum height of just over 1/4 of the stroke.BURST ORDER

The sequence is 1-3-2 with 3 bursts each full turn of the engine shaft.

Power

In diesel engines the same amount of air is always sucked in and the modulation of the load is done for quality going to change the amount of fuel injected into the cylinder. This concept pairs well with this type of engine. In the case of cycle eight, however, traditionally a quantity adjustment is made as the mixture must always be close to the stechiometric ratio otherwise it is difficult to burn. Normally this was done by choking the air flow of the upstream valve engine via a throttle. This resulted in a sharp increase in load losses. Currently Butterfly-free power systems are being studied but which act on the rise and duration of the opening of the suction valve. As mentioned this is easier on this engine as the cam consists of the crank and allows greater freedom of design but if this were not possible you could think of applying a throttle on the loading duct and possibly discharge excess air or act on the synchronization between valve load and exhaust so that excess air is discharged after performing a good wash even if it has been discharged Excessive. For this reason I consider it suitable for both cycle eight and diesel even if the appropriate tests will have to be carried out.

Valves

This engine uses 3 valves for each cylinder but only 2 are needed for the thermal phase while the third we will analyze later serves for lubrication.

1) Suction valve

placed in the case of each group is used to allow the filling of the same of a fresh charge. It can be controlled directly by an eccentric place on the cranking or most likely it could be a normal laminated package that works automatically thanks to the strong difference between the depression that is created in the ascent phase to the piston p.m.s. and the pressure generated downhill. Adopting this solution would certainly simplify the engine.

2) Load valve. It is placed in a central position at the head and could be commanded by an eccentric on the cranhism. It can be fungus and larger in diameter than those normally used in 4-stroke engines in relation to the fact that you should not have space for the other valves but only for any candle or injector. Not being in direct contact with the flow of fumes on the exit leads to no special needs for materials and treatments. In addition this should play in favor of turbulence in relation to even the reduced length of the cargo duct.

Lubrication

The delicate point in 2-stroke engines has always been lubrication. In fact, a mixture of gasoline and oil was forced to be used to allow the lubrication of cylinder and manovellism by this fog. This engine, however, having 2 different aftershoots between the blast and the pumping has a variable closed volume that is created when the piston drops from the p.m.s. to p.m.i. if we analyze the space between the seal and the pumping bands we see that the volume increases and as a result a depression is created. Assuming we create a passage with the outside in this area we could have a natural suction. My idea would be to put a venturi-type valve that sucks a small amount of oil along with the air in order to create a spraying of air and oil pushed directly against the walls of the piston. Along with the venturi valve, however, a directional no return valve must also be put in because when the piston rises the pressures are reversed and this fog would be rejected by the same entrance hole instead my idea would be to create passages inside the piston (even breaking it into an inner and an external part) in order to force this fog to go to the most critical areas, as close to the bands or on the plug, and make sure that through grooves and holes can get out of the engine shaft having all the parts of the striping. At this point it is enough to put a filter that makes me condense this fog allowing the oil to recover for a new cycle and release the air that could be fed into the air box so as not to pollute the environment with oil residues. Clearly, another specular mounted no-return valve must be placed at the exit to allow the pumping work. In addition, such a circuit would also lead to a cooling of the piston which, despite being heavier and more complex, is always a more stressed component. Clearly it is a "It's a good thing that we're going to be able to do that," he said. The basic idea is to have little oil in circulation but that only goes where it is needed and with these measures we would eliminate the lubrication pump for the benefit of affordability, lightness, simplification and power. However, this pumping could never happen if the exhaust light remained open. That's why I need a valve that closes the exhaust when the piston goes up and leaves it open only in the stall. Maybe This could be done by the mantle of the piston that would plug the exhaust light during the ascent otherwise it is possible to have an external valve controlled by an eccentric on the tree. Probably as for all engines 2 times the opening of the exhaust causes an increase or decrease of the shooting at low revs but we have the possibility to control the valve from the manovellism of the engine shaft or to use various systems to anticipate its opening. Alternatively, you could still suck up whole oil, maybe very fluid if not even a diesel, but in this case you have to study the exhaust valve well to avoid dispersing large quantities of it.Cooling

As already anticipated this engine having the hot part in contact with the cold part can also take advantage of the cooling for conduction as the casing is much larger than the head and can be strongly winged . The ideal in fact would be to have an air cooling at the forced limit. Considering that even the fresh charge is used to exchange heat from the inside and that despite inserting a higher air charge into the cylinder this happens with the valves open so that it does not have to compress/heat it earlier than necessary as it is in normal supercharges that therefore also need intercooler type cooling systems in order not to have more rarefied air. As anticipated, lubrication is also used to remove heat. Probably, having the combusted gases that are helped in their exit from the fresh charge, this engine could work with enough low compression ratios that are in favor of cooling. SPLIT ENGINE

As already described this architecture already leads to a fraction of the displacement but if you opt for an increase of the cylinders you could proceed in 2 ways:

1) Series of equilateral triangles staggered by 60 degrees having in common the meeting point of the medians where the 'transmission tree (David's star type) would be placed

2) Series of triangles arranged in star having in common a vertex where the main tree will be placed. (stellar engine type)

Considerations

This architecture has a low number of components repeated multiple times. Surely this comes in favor of mass production. In addition, the possibility of having 3 trees running synchronous offers the possibility of using one for electrical services, one for auxiliary services leaving one free for mechanical transmission. Probably being very close the burst phases the need for a flywheel is limited to the regulation of peaks. The air box which normally takes on considerable importance in the aspirated engines should lose it in this case as the air is pumped. The fact that I have 3 bursts every lap of the engine shaft leads me to think that I can have a decent torque already at a very low number of laps. Considering that normally the 2-stroke engines had less trouble climbing than laps makes me think that this architecture can almost do without the gearbox or to have it more limited in consideration of the likely wide range of laps with a consistent torque . In addition, this provision makes me believe that a possible application can be in the construction of drones because if we apply 3 propellers on the 3 trees and we serve those propellers with a lift control we can manage the flight (for 3 points passes a single floor).Fuel

This engine should be able to work either by sucking in the cars only air rather than an air/fuel mixture. In my opinion, working with air alone would be optimal for not creating pockets of condensation and always having constant fuel. Clearly this could become a problem for the lubrication of the bronzes that will most likely have to be replaced by rolling bearings. Of course, a direct injection or in the cargo duct remains the best solution even if the adoption of a carburetor upstream of all the carters would lead to an almost constant flow given by the depression generated by 3 aspirations each lap. Having very short load ducts working with pressure air should address the problems of the different length of the ducts typical of the aspirated engines. Therefore, I consider it to be referred to as both a controlled and spontaneous ignition engine.

report on how it works

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