ITPA20100018A1 - FLUTE DISTRIBUTION SYSTEM. - Google Patents

Description

DESCRIPTION

Description of the industrial invention entitled "flute distribution system" in the name of Vincenzo Adamo, resident in Aariaento. via Gaetano Nocito. n. 15, electively domiciled at the Luciano Piazza led studio in Palermo, via Libertà n. 171, of Italian nationality,

The present work deals with a revolutionary distribution system for four-stroke internal combustion engines, both petrol and diesel. called a "flute". These are two hollow barrels (one for the intake and one for the exhaust) with walls of robust thickness, which rotate precisely. above the cylinder head and which replace the entire camshaft-rocker arms-springs-valves complex of traditional engines: the same barrel acts as a duct (intake or exhaust) and as a valve (see Annex 1). it has a central lateral slit and one placed at the end. The rotation of the barrels is generated by the engine itself through a toothed belt, exactly as it happens with a traditional overhead camshaft and therefore with the same ratio: two parts of the crankshaft correspond to one revolution of the barrel.

Inside the cylinder head there are two slits, one for the intake and one for the exhaust.

When the piston is at p.m.s. and prepares for the suction phase (annex 2 fiq.1), the slot of the rotating barrel (suction) is found at the limit of the suction slot of the head.

Thus begins the real intake phase, the two slots (of the rotating barrel and of the head - see Annex 2 fiq, 2) are already in communication, allowing the air-fuel flow to the inside of the cylinder. When the piston is at the p.m.i. the two slits have just closed iali.to 2 fia. 3) Just like two rotating shutters:

the piston begins to rise and compress the air-petrol mixture. finding both the slits of the head closed by the rods themselves. (Annex 2 between 4 and 5).

At p.m.s. with the snap of the spark of the spark plug iali.to 2 fia.5) the bursting phase takes place with conseauente push down of the piston iali.to 2 fio.6). It goes without saying that the barrels still stretch the slits of the head closed:

as soon as the piston is again at p.m.i. iali.to 2 fia.7), the exhaust slits of the barrel and the head are put back in communication.

of the exhaust pipe which will be directed towards the outlet manifold.

Dynamically, when the piston is again at the p.m.s .. the discharge slot closes, and the intake slot is reopened and so the cycle starts again.

As illustrated in Annex 3, the two liners are supported by bearings or bushings placed at the ends of the cylinder head and are laterally sprayed with engine oil, so as to favor a smooth rotation. They have walls of considerable thickness that divide the external part (which slides by rotating inside the cylindrical seat obtained between the cylinder head and the cover) from the internal part (which is nothing more than the duct itself where the air-petrol mixture or the gas passes. drain). This thickness is especially pronounced on the side opposite the slit (breath 4) since, during rotation, this side of the barrel is found right above the slit (both intake and exhaust) of the head in the bursting phase (phase itself violent that stresses the head, the piston and in part also the pipes or flutes).

During the bursting phase, the barrel does not undergo deformations, by virtue of the generous thickness of its walls.

The system brings innumerable benefits in terms of:

MINIMUM DIMENSIONS; the space occupied by these barrels is clearly less than the traditional system (cam-rocker-spring-valve), as evident in annex 4;

CONSTRUCTION SIMPLICITY; they sell eliminated leverages, rocker arms, camshaft, springs and valves (breath 5):

MINIMUM MODIFICATIONS TO THE TRADITIONAL ENGINE: you can use the same crankshaft, the same oils, the same distribution gears, while the reduction ratio remains the same;

LESS FRICTION, NOISE AND OVERHEATING: there are no longer the cams that "crawl" on the tappets and rockers (breath

MORE ROBUSTNESS: there are no springs that break or valves that bend; and if the chain or timing belt breaks, the engine stops but does not suffer serious damage, as happens with the traditional system;

LOWER CONSUMPTION: friction, including the "fatigue" of the cams in pushing the valves up, are eliminated:

MORE PERFORMANCE: the suction phase CAN start simultaneously with the p.m.s. as well as the exhaust can end at the same time as the p.m.s .. without the problem of valves hitting the piston crown.

The system is also easy to implement: it involves maintaining the same block, the same connecting rods, the same crankshaft. It is only necessary to make a monolithic cylinder head, with two slots, the seat of the spark plug, and to obtain two semi-cylindrical concavities and the bearing seat in the upper part (see breath 8 and 9); you need a sturdy head cover with two lower semi-cylindrical concavities (which couple and match those of the head - breath 8), the seat of the bearings or bushings, the oil ducts, the vacuum for the coolant, the intake and exhaust ducts.

Finally, obviously, the barrel or flute with the central lateral slit of a size calculated in relation to the transfer of the head (so as to strictly respect the openings and closings during the phases), with the small slits placed in a circle of the ends (so as to always maintain in communication the internal duct of the rotating barrel and the intake or exhaust manifold); the barrel must be equipped with elastic sealing bands.

In the past, one type of distribution (RCV) had tried to innovate the very concept of distribution. However, only the flute or rotating reed I conceived, not only solves the double problematic of the first invention, but tackles it in an innovative way. In fact, the rotating flute is located just above the cylinder head. therefore it is easy to build and maintain since only the head and the upper part of the piston would be modified. You could even reuse the same inqranaqqi of the double overhead camshaft timing system; totally solving the problem of costs and dimensions. It is to be observed. moreover, that the work in question goes well for the placement on the heads of the in-line pluriciiindrici (overwhelming majority of current engines), as it is possible to use the same pipe or flute) that serves the various cylinders, just like a only camshaft to operate more valves.

At this point, the problem of sealing the exhaust gases and lubrication arises. The solutions adopted are mutually exclusive. but for ease of realization and efficiency of yield both have extraordinary validity. The horseshoe-shaped double band and the manifold plate are able to compensate for the thermal expansion of the mechanical group, as will be described below, always remaining adherent to the flute, because they are pushed by a slight spring effect and by the same compression generated by the piston. It goes without saying that the lubrication, ensured by the two innovative solutions, does not cause any critical issues. The double horseshoe band or the plate-collector system are able to keep the lubricant trapped in the cylindrical region, between the flute and the head cover. The system thus prevents the lubricant from pouring all or part of the combustion chamber, thus avoiding harmful smoky emissions. Any traces of oil on the edges of the light of the barrel (or flute) are cleaned and recovered from the straight bands (in the case of the Drimo double horseshoe system) or from the collector plate (in the second case), also taking into account the centrifugal force triggered from the rotation of the flute and thus preventing the lubricant from penetrating inside the slot.

1st case - Double horseshoe band

In addition to the elastic bands integral with the barrel (therefore rotating), there are also solid bands with head and head cover (see attachments 3, 8 and 9) and a pair of horseshoe bands with a triangular section joined by straight sediments of bands , also with a trianoolar section (Annex 10) and integral with the head and head cover. the material used for this particular band will be harmonic steel coated with anti-friction material (tunqsten carbide. etc.) the harmonic steel which must have a spring effect tending to bring both the lateral curved parts and the lower parts closer inwards straight (paq. 13 below). The band should ensure excellent sealing during compression and bursting, as. pushed laterally inwards by these forces and having a wedge-shaped section, it would slide into the recess, also with a trianoolar profile, obtained inside the two half-cylinders of the head and head cover (attachment 10 above! The band element prevents the effect of compression in the now protected region of the barrel, in which the lubricant dispenser is located, from penetrating inside the discharge (or intake) slot, as illustrated in attachment 10 fig.

1a, 1b and 1c. The band, thanks to its particular conformation and its elasticity, thus supports the movements due to variations in the volume of the barrel and generated by thermal excursions, remaining hermetically wrapped around the 10 fia.2a flute. 2b and 2 c) (the angle of the wedge of the section of the band and of the profile of its seat will not be very accentuated, so as to avoid excessive pressure on the barrel itself, with aanascia effect (see examples 3a and 3b in trained 10 ),

By creating this "protected" area, the lubrication is isolated from the combustion chamber. Regarding the very important lubricating phase, it is necessary to report the substantial technical difference compared to the traditional distribution of internal combustion engines in circulation.

When the discharge slot failed 2 fiq. 1) or the suction slit failed 2 fiq. 3) is located in correspondence with the lubricant distributor. there is no delivery of failed oil fig. 1).

As soon as the discharge slot failure 2 fig. 2) or the intake slot failure 2 fiq. 4) passes the lubricant distributor, a small quantity of lubricant failure 11 fiq. 2) is dispensed to be immediately after interrupted.

In this way the lubricant is not injected into the intake and exhaust slots, and thus no smoke is created: the contact surfaces between barrel and head cover are therefore more than sufficiently lubricated. Held the oil hermetically within this particular double horseshoe band, when this surface of the barrel, by rotating, is found to pass over the combustion chamber, it will be perfectly dry.

2nd case - Manifold plate

The other solution capable of innovating as an alternative to the double horseshoe band system is the manifold plate system. This alternative addresses the emblematic of thermal expansion and lubrication of the barrel that turns inside the head (or counter-barrel) ensuring the efficient sealing of the exhaust qas. When the engine is cold, the barrel has an external diameter smaller than the internal diameter of the counter barrel. To seal the slit of the barrel from compression or blast, as well as the slit in the head (or counter-barrel) from the passage of lubricant in the combustion chamber, we will use the Plate.

It seals the barrel and the counter barrel, being located right inside the intake and exhaust slots obtained in the head (Annex 12 fiq. 1) next to the threaded hole that houses the spark plug and below the barrel. - rotating.

This manifold-plate, which for convenience we will call "p-c", is constantly pushed by a system of bands or rings in two different ways:

assuming a first case study (fig. 1 all.to 12) we have two rings (all.to 12 fig. 2, 3, 4, 5), whose outer circular edge is not perpendicular to the plane of the ring itself (all.to 12 fig. 1 below), but oblique: if we cut these rings in any point (att. 12 fig. 8a), we would notice their section in the shape of an inverted rectangle trapezoid and not a rectangle. Also, the first band I ring). marked in green, seen from above (fig. 4b all.to 12) it has an oblique crack which serves to compensate for the narrowing or widening of it, but at the same time closing it hermetically regardless of the diameter (see examples at attachment 12. 7a or 6b -7b). The second band, marked in purple (fia.4e all.to 121. is interrupted at a certain point, just like the piston sealing rings. Also in this case the interruption has the task of compensating for the movements of the band itself. , which acts as the lower cap of the first ring.

In this way the p-c can slide inside the slot obtained in the head, always in contact with the barrel, both with a cold engine and with a hot engine: in fact, all this serves to compensate for the increase or decrease in the diameter of the rotating barrel. due to thermal expansion. As can be seen illustrated in ally 12 fiq. 8a and 8b, the p-c is pressed upwards by the slip of the rings inside the conical slot of the slot, slip generated by the expansive tension of the rings themselves added to the compression or burst inside the cylinder. The sum of the two forces involved (compression or burst and expansive tension of the bands) therefore causes the two rings to hermetically close the slot and press against the barrel, the D-C, thus always guaranteeing maximum tightness and avoiding compression losses or oassaoai of lubricant in the combustion chamber.

In the second hypothesis, however, the bands have the outer edge perpendicular to their plane, have a rectangular and non-trapezoidal section and slide inside a cylindrical and non-conical seat. The thrust towards the p-c is therefore not entrusted to the force of expansive tension (which is always there but in this case only serves to seal the rings against the cylindrical walls of the slot) and to the forces of compression or BURST. but it is simply aarantato by a spring ring with a wavy profile, located under the second band and supported by a flange obtained in the head (attached 12 fiaure 9. 10. 11abcd). The second band also has a small guide column on the upper face that passes through a hole made inside the first band, and then enters another hole made in the lower part of the p-c (breath 12 fig. 3, 4a 4b 4c , 5a 5b). Everything ensures that the rings return to their place and do not rotate on themselves.

On the upper part of the p-c, around the "mouth" inside which the exhaust qas or the air-fuel mixture pass, there is a circular groove which is the seat of a ring with a concave profile, which has the function of supporting albeit micrometric variations in diameter of the barrel section (breath 13). This ring also has an oblique interruption, so as to allow it to widen or narrow and at the same time ensure an excellent seal. of the upper part of the p-c inside its seat. Also in this case the forces that act press the upper part of the latter ring against the barrel and its outer edge against the walls of the circular groove of the p-c, sealing Nothing changes as far as lubrication is concerned, as has already been amply explained in the previous pages (see breath 11): on the contrary, the oil that is found around the ca nna, dragged by it, goes to Denetrate within this system, lubricating the Darti and not flowing into the BURST chamber.

It should be specified, then. whether in the double band or horseshoe system or in the plate-manifold system. in addition to the lubricant pump, some orifices located on the opposite side of the barrel in the counter barrel would eventually be obtained, suitable for gathering the oil dosed around the barrel and putting it back into circulation. As previously described, both variants (double horseshoe band and manifold plate) applied to the flute system to be built, are well suited to modern engines (especially if with in-line cylinders). The only changes to be made to existing designs concern the cylinder head and head cover and possibly the piston crown; on the other hand, the choice of friction materials will be decisive and substantial to make the difference in the design and construction of the flute or pipe system, as you prefer in both variants.

Claims (3)

CLAIMS Claims of the industrial invention entitled "flute distribution system" CLAIMS: 1) Rotating flutes that rotate within their cylindrical region obtained in the motor head. In them the air / fuel mixture is introduced into the combustion chamber and are also used. evacuation of the flue gases towards the exhaust manifold. 2) Manifold plate to be used for the separation of combustion and fuel from the lubricant. 3) Double horseshoe band to be used for the separation of combustion and fuel from the lubricant.