Peristrophic Internal Combustion Engine Assembly and Multi-Part Pistons

The invention relates to the field containing existing internal combustion engines with reciprocating pistons, connecting rods, and crankshafts.

Conventional internal combustion engines typically include one or more pistons in respective cylinder or cylinders. The pistons typically link to a crankshaft through respective connecting rods.

The primary object of this invention is to provide a superior internal combustion engine which reduces friction, increases torque, and provides an increased power output.

Another primary object of this invention is to produce an engine having crankshaft which is lighter and less costly to manufacture than that of existing designs and which has functions simplified to retaining the lower journal of the connecting rod and to transmitting power. Such a crankshaft reduces the weight in the engine by replacing the crankshaft mass web weights with dynamic weights in the form of spherical ball, and/or journal and cylindrical rolling bearings placed in the connecting rod journals and the lower pistons. Crankshaft ball bearings support the crankshaft on the block of the engine and eliminate thrust-bearing-induced friction.

It is an additional object of the invention to increase operational life of the internal combustion engine cylinders. To this end, an outer cylinder liner placed in the main cylinder bore reduces heat loss from the combustion chamber, and an inner cylinder liner fitted inside the bore of the outer liner provides reinforcement. The inner cylinder liner can be manufactured from a hard metal alloy.

Another primary object of the invention is to provide a connecting rod with journals forming and supporting spherical ball or cylindrical rolling bearings so as to reduce friction between the top journals and the wrist pin and also between the bottom connecting-rod journal and the crankshaft.

A further primary object of the invention is to eliminate or reduce friction between the cylinder wall and the piston skirt by eliminating the piston skirt and providing a two-part piston assembly with a top piston and a lower piston which embodies an inertia weight.

A still further primary object of the invention is to increase the torque and power output of the internal combustion engine by means of the Peristrophic Principle.

An additional object of the invention is to increase the power output of an internal combustion engine by transposition of the inertia weights from the crankshaft to the connecting rod and the lower piston of the piston assembly. As a result, smaller displacement peristrophic engines can produce the same power output as larger conventional engines. The increased torque output of the peristrophic engine allows the manufacturing of smaller size, greater efficiency engines which can contribute to energy conservation.

According to the invention, the peristrophic engine increases power output by reducing friction losses occurring in the form of heat created by friction and then diffused and conducted to the engine cooling system. The peristrophic engine transmits most of the energy created by the expanding combustion gases by means of the torque operated at the lower part of the piston assembly and transmitted to the crankpin. As a result, the engine has a low friction horsepower and higher mechanical efficiency and brake power. Thus, fuels with low calorific value, such as natural gas and hydrogen, can be used effectively.

As a feature of the invention, the crankshaft has crankpins connected by the connections between them. A connecting rod bottom journal couples with a crankpin by means of two half-ball-bearing cases embodied in the bottom journal. The connecting rod has top journals supporting the wrist pin by means of spherical ball or cylindrical journal bearings between the surface of the wrist pin and the top journals. The top and bottom journals transpose inertia weights from the crankshaft web.

As a further feature of the invention, the piston assembly is divided into two parts, comprising a top piston and a lower piston. The cylindrical top piston acts as a piston-ring holder and does not contact the cylinder. The lower piston acts as a bearing and contacts the cylinder chamber. This lower piston embodies inertia weights transposed from the crankshaft web. A first form of the lower piston comprises a triangular-cylindrical roller-bearing having rolling bodies with a circular periphery equal to that of the cylinder chamber. A second form, design .kappa., of the lower piston comprises a simpler and more easily fitted triangular-piston-bearing. The main advantage of the triangular-piston-bearing over the triangular-cylindrical roller-bearing is reduced cost of production. A third, design .theta., form of the lower piston comprises a triangular-spherical ball-bearing. The design utilizes the Peristrophic Principle and has as a main advantage over the triangular-cylindrical roller-bearing a further increase in the torque and work output for marine, diesel, and low revolution petrol engine applications.

The novel features which are believed to be characteristic of my invention are set forth with particularity in the appended claims. My invention itself, however, as to its construction, assembly, and operation, together with further objects and advantages thereof, may best be understood by reference to the following description taken in connection with the accompanying drawings.

The drawings illustrate, by way of example, not by way of limitation, several forms of the invention which are referred to by numbers or numerals designating corresponding parts in the several views in which:

FIG. 1 shows, in side view with partial and broken section, and entire peristrophic engine assembly including crankshaft, inner and outer cylinder liners, connecting rods, and two piston assemblies, one embodying triangular-cylindrical roller-bearing as the lower piston, and the other embodying a lower piston of design .kappa..

FIG. 2 shows, in side view with partial and broken section, a peristrophic engine assembly embodying a piston assembly with a lower, triangular-bearing-piston of design .kappa..

FIG. 3 shows a top view of the triangular-piston-bearing of design .kappa..

FIG. 4 shows, in end view with partial and broken section, a peristrophic engine assembly embodying a lower, triangular-spherical ball-bearing piston of design .theta., and illustrates the crankshaft bearings.

FIG. 5 shows, in isolated secton, the connecting rod screw for the lower piston of design .theta..

FIGS. 6 and 7 illustrate the Peristrophic Principle with a lower piston of design .theta.. Additionally, FIG. 7 details, in section, the inner and outer cylinder liners.

FIG. 8 shows a top view, in partial section, of the triangular-spherical ball-bearing of design .theta..

The invention, the scope of which being defined in appended claims, is not limited in this application to the details of construction and arrangement of parts shown and described, since the invention is capable of other embodiments and of being practiced or assembled in various other ways. Also, it is to be understood that the terminology or phraseology used herein is for the purpose of description and not of limitation.

The following definitions are important to an understanding of the invention:

(1) Friction Power=Indicated power-Brake power

(2) Mechanical Efficiency=Brake power/Indicated power

(3) Brake thermal efficien.=Brake power/Energy supplied

The peristrophic engine described hereinafter provides a high efficiency internal combustion engine, applicable to gas or diesel engines.

FIG. 1 illustrates a reciprocating piston of an internal combustion engine. The piston is divided into two separate and independent parts comprising a top, piston-ring holder 2 and a lower piston 3. The piston-ring holder is of integral construction and comprises a cylindrical plate 20 having a flat upper surface 21 and a boundary edge 22 extending longitudinally from the periphery 24 of the cylindrical flat plate 20 to form at least one cavity 23 to hold at least one ring. The under surface extends outwardly to a center portion to form a cylindrical extension 25 with a threaded bore to receive a rod screw. The cylindrical extension 25 has a laterally located screw-receiving bore 26 for locking screw 6. As illustrated, the rod screw 1 attaches to the wrist pin 4. The body of the rod screw is threaded at intervals to receive and connect at the top end 27 to the piston ring holder. At the middle thread 28 the lower piston is attached, and at lower end 30 the wrist pin 4 is attached.

Between the middle thread 28 and the lower end 30 a square 29 is formed for a tool to engage the rod screw for assembly. The rod screw 1 has laterally located screw-receiving bores 31 and 32 to prevent disengagement during operation of the assembled parts. The stem 35 of the connecting rod 35 extends axially and divides into two top journal branches 36 and 36' to hold two identical hollow cylinders 33 and 33' spaced apart and equally separated from one another with respect to the center of stem 35. The hollow cylinders 33 and 33' form the top journals of the connecting rod 5. The hollow cylinders 33 and 33' have stepped bores 37, 38.

The bores 38, 38' are large enough so only the wrist pin can pass through so as to be pivotably supported in the top journal of the connecting rod 5. The assembly of the rod screw 1 to the wrist pin 4 and the pivotably connected wrist pin in the top journals of rod 5 are illustrated.

FIG. 1 also illustrates in front view the connecting rod 5 with the half bottom journal 63. The top end 64 of the outside periphery of the half bottom journal 63 is attached to stem 35 of the connecting rod 5. The half bottom journal 63 forms a case 60' identical to the case 60 (FIG. 6).

FIG. 1 illustrates an internal combustion engine reciprocating piston assembly divided into two separate and independent parts, including the top piston 2 and the lower piston supported and connected by means of rod screw 1. The piston-ring holder 2, the lower piston and the rod screw are shown in partial and broken section along their horizontal axis X--X and along the lateral axis Z--Z of the lower piston. The rod screw 1 connects and holds the piston-ring holder and triangular-cylindrical roller-bearing 3 to the wrist pin 4. The triangular-cylindrical roller-bearing, connected together with the top piston, dengages the chamber of the cylinder to secure the reciprocating horizontal motion which is necessary to take place relative to cylinder. To minimize the contact area between the lower part of the piston and the chamber of the cylinder, the triangular-cylindrical roller-bearing is designed with holders 49 each supporting a rolling cylindrical barrel bearing 7. The triangular-cylindrical roller-bearing 3 comprises a hollow cylindrical disk 55 with periphery 56 wherefrom three holders 49 extend. Each extreme end 54 of the holder 49 supports one cylindrical barrel roller 7 by means of a screw 8. A pin-receiving bore 52 is located at the edge of the screw 8. The bore 57 of the hollow cylindrical disk 55 is threaded to attach to the rod screw 1. A securing screw 9 is laterally inserted in the hollow cylinder disk 55 and the body of the rod screw 1 so as to prevent disengagement during operation. The triangular-cylindrical roller-bearing constitutes the structure of the lower piston, so that part of the inertia weights 53 are distributed to the lower piston 3 and thus transposed from the web of the crankshaft. The gap 48 is maintained between the holder 49 and cylindrical barrel roller 7. Transposition of the web weights to the lower piston 3 increases the inertia of the piston assembly and thus the torque of the peristrophic engine. The holders 49 are located at 120 degrees apart from each other to form a triangular bearing bracket. For small and medium size peristrophic engines the number of holders can be reduced to two at 180 degrees apart from each other. The extreme end 54 of the holder 49 has two bores 50 and 50'. Bore 50' is threaded. Bores 50 and 50' receive one securing screw 8 to pivotably attach the cylindrical barrel roller 7 with screw-receiving bore 58 on the extreme end 54 of the holder 49. The cylindrical barrel roller 7 has a circular periphery 51 with radius equal to that of the cylinder. Cylindrical barrel rollers 7 are the only contact between the lower piston 3 and the cylinder wall, thereby reducing friction and friction power between the triangular-cylindrical roller-bearing 3 and the cylinder liner.

FIG. 1 illustrates the crankshaft bearing 14 and the cylindrical roller bearings 13 supported in the case 77. Small gaps 76 and 79 are formed between the cylindrical roller bearings 13 and case 77 for lubricating purposes. The crankshaft bearing is lubricated in the same manner as the half ball-bearing case 5A. Stop 75 (FIG. 4) holds the first bearings in the case 77. Two crankshaft bearings 14 engage the crankpin of the crankshaft to reduce friction. The crankshaft bearing 14 is supported on the block of the engine.

In this regard, FIG. 2 also illustrates in elevation view the half ball-bearing case 5A of the connecting rod bottom journal. The half ball-bearing case 5A is semicylindrical in shape, with an inner pheriphery forming a case 60. The case 60 has blind spots 59 formed at each inner sidewall 62 edge. The half ball-bearing case 5A is attached to the connecting rod by means of two bolt receiving extensions 61. A screw-receiving bore 69 is laterally located in the open end of the case. Illustrated in broken section are the connecting rod 5 and the cylindrical roller bearings 13 pivotably attached in the case 60' of the half bottom journal. The connecting rod 5 pivotably supports the cylindrical bearing by means of a case 60 formed by the half bottom journal 63. The cylindrical rollers 13 have an extension 70 supported in the slot 59' of the case 60'. The last cylindrical roller 15 (FIG. 4) is pivotably supported on the open end 71 of the case 60' by means of a screw attached on a screw receiving bore 66 shown in FIG. 6. The bottom journal of the connecting rod comprises two half ball-bearing cases 63 and 5A. The half ball-bearing case 5A is attached to the half bottom journal 63 to form a ball-bearing around the crankpin of the crankshaft, to reduce friction and replace the thrust bearing. The cylindrical roller bearings 13 rotate freely in the case 60'. Small gaps 67' and 68' are formed between the rollers 13 and the case 60' for lubrication purposes. The rollers 13 are inserted from the open end 71 of the case 60' and held in place by means of a stop 65 and the last roller 15 shown in FIG. 6. The cylindrical roller bearings transpose part of the web weights to the bottom journal 5A, 63 of the connecting rod 5. The hollow cylinders 33 and 33' of the top journal accommodate and hold ball 10 or journal 11 bearings in the case 39. The bearings 10, 11 rotate freely inside the case 39, and have multiple functions of holding wrist pin 4 in the bores 38 and 38', of reducing friction between the top journal and the wrist pin, and of transposing inertia weights to the top journal of the connecting rod 5. Between the wrist pin 4 and the bores 38 and 38' are located clearance gaps 44 and 45. Ball bearings 10 reduce friction to a minimum. Journal bearings 11 are cylindrical in shape to withstand large vibration, shock and load forces. The screw 72 passes through the bore 43 of the wrist-pin-washer 19 and attaches the wrist-pin-washer 19 on the screw-receiving bore 12 on the base 43' of the wrist pin 4. The wrist-pin-washers 19 and 19' hold the bearings 10, 11 in the cases 34, 39 and retain the wrist pin 4 in the top journal of the connecting rod 5. At bore 47 the lower end 30 of the rod screw 1 is attached. The partial transposition of the inertia weights from the web of the crankshaft to the top and bottom journals of the connecting rod in conjunction with the reduction in friction with the use of bearings 10, 11, 13, 15 increases the torque and power of the peristrophic engine.

Furthermore, FIG. 2 illustrates the preferred embodiment of the design .kappa. of the lower piston. The triangular-piston-bearing 85 has piston holders 86 connected to the triangular bearing bracket 84.

FIG. 3 also illustrates, in isolation, the lower piston of design .kappa.. The triangular-piston-bearing 84 comprises a hollow cylindrical disk 92 with periphery 106 wherefrom at least two holders 95 extend to form a bearing bracket. The holder 95 extreme ends 96 support at least one ring 85 of integral construction by means of at least two piston holders each with at least two screws 91. The hollow cylindrical disk bore 88 is threaded to attach to the rod screw 1. A securing screw 9 is laterally attached to the hollow cylindrical disk 92 securing screw-receiving bore 87 and the rod screw securing screw-receiving bore 31. The triangular-piston-bearing 84 constitutes a lower piston whereto part of the inertia weights 89 are transposed. The connecting rod 5 also embodies transposed inertia weights. The triangular-piston-bearing 84 is firmly joined with the top piston 2 acting as ring-holder so as to secure the horizontal reciprocating motion inside the cylinder chamber. The connecting rod 5 is coupled with the crankshaft 17. The number of holders 95 is increased to at least three to form a triangular-bearing bracket for large peristrophic engines and reduced with at least two holders 95 for medium and small size peristrophic engines. The holder 95 extended edges 96 each have at least one bore 90 to receive at least one securing screw 91. A ring 85 is attached on the extreme ends 96 of the triangular-piston-bearing 84 by means of the piston holders 86. Only the ring contacts the cylinder wall 18. The lower piston 84 is adjacently and conjointly attached between the top piston 2 and the connecting rod 5. The top piston 2 together with the lower piston 84 are attached to the rod screw 1 to form a reciprocating piston assembly for the peristrophic engine.

FIG. 4 illustrates, the embodiment of the design .theta. of the lower piston. The connecting rod 5 again is shown. The top end 64 of the bottom journal connects to stem 35. The extensions 61 receive bolts. The crankshaft bearing 14, shown in end view, holds the last cylindrical roller 15 on the case 77. The last cylindrical roller 15 is pivotably attached on the case 77 by means of a screw 16. The cylindrical roller 15 rotates freely about the axis of the screw 16 and simultaneously holds the cylindrical roller bearings 13 in the case 77 in conjunction with the stop 75. The rod screw 107 of the design .theta. accommodates the bearings 102 (FIG. 5) which reduce friction between freely rotatable triangular-spherical ball-bearing 93 and the rod screw of the design .theta..

FIG. 5 illustrates the rod screw in detailed section view. The wrist pin 4 is connected to the rod screw 107 by means of a threaded bore 47 located at middle position of the wrist pin body (FIG. 7). The rod screw 107 is divided into two parts, the upper rod screw 111 and the lower rod screw 112. The upper rod screw 111 is attached to the top piston 2 and the lower rod screw 112 is attached to the wrist pin 4. The lower rod screw 112 has a threaded bore 114 to receive the upper rod screw. The threaded bore 114 has a bore 113 receiving a laterally located screw to prevent disengagement during operation. The upper and lower rod screw 111, 112 main bodies form a cylindrical extension 115 engaging the triangular-spherical ball-bearing 93 to restrict any motion other than rotary (circular) motion about the rod screw 107 axis. A cube 116 is formed between the threaded end 118 and the cylindrical extension 115 so a tool can be attached. Another cube 117 is formed between the threaded end 119 and threaded bore 114 to allow a tool to be attached. A securing screw 9 is inserted laterally in the receiving bore 120 of the rod screw.

FIG. 8 illustrates the triangular-spherical ball-bearing 93 of design .theta. in detail. The triangular-spherical ball-bearing 93 rotates and reciprocates in conjunction with the reciprocation of top piston 2 to form a reciprocating piston assembly for the peristrophic engine. The triangular-spherical ball-bearing 93 forms the lower piston. The lower piston 93 forms interval interrupted ball bearings attached between the top piston 2 and the connecting rod 5. The rod screw 107 of the design .theta. connects the top 2 and lower 93 pistons. The lower piston 93 has a hollow cylindrical disk 46 with periphery 130 wherefrom at least two holders 100 extend to form a bearing bracket. The holder 100 extreme ends 101 each support at least one peristrophic spherical ball 94 by means of a spherical holder 101. The hollow cylindrical disk 46 bore 108 accommodates the bearings 102. The triangular-spherical ball-bearing 93 embodies transposed inertia weights 110 embodied in the hollow cylindrical disk 46 and the peristrophic balls 94. The triangular-spherical ball-bearing 93 rotates freely about its axis clockwise and counterclockwise. This rotation and the transposition of the inertia weights to the triangular-spherical ball-bearing 93 increases the torque and work output of the peristrophic engine. The holders 100 are increased to at least three for large peristrophic engines thus forming a triangular bearing bracket, and reduced with at least two holders 100 for medium and small size peristrophic engines. The outer end of the holder 100 is extended to form a case 97 and a lubrication gap 109 whereinto at least one peristrophic sphere 94 is accommodated and supported. Thus, with the inertia weights transposed from the crankshaft to the connecting rod 5 and to the triangular-spherical ball-bearing 93 the torque and work output of the peristrophic engine increase. The crankshaft 17 constitutes only crankpins 82 and connections 83 between the crankpins. The crankshaft can be embodied with only a part of the inertia weights; the remaining weights are partially distributed and supported by means of the triangular-spherical ball-bearing 93 and the connecting rod 5. The peristrophic sphere 94 is attached to each holder's 100 extreme end 97 by means of a spherical holder 101. The peristrophic spheres 94 are spherical in shape and are the only contact between the lower piston 93 and the cylinder wall, thereby reducing friction. The spherical holder 101 is so shaped to allow lubrication and sufficient contact of the peristrophic spheres 94 with the cylinder wall 18. The spherical holder 101 one end is semi-spherical in shape to hold the peristrophic spheres 94 while the other end extends to a cube 99 to be attached to the holder 100 at bores 98 of the triangular-spherical ball-bearing 93 by means of at least two screws 98'.

FIGS. 6 and 7 are similar to FIG. 4 and show the peristrophic engine with the lower piston of design .theta. which utilizes the Peristrophic Principle to create a peristrophic effect, as described in more detail below. Also to be noted are that FIG. 6 illustrates in end view the half ball-bearing case accommodating and holding the cylindrical roller bearings in the case 60. The rollers 13 are in end view. Small gaps 67 and 68 are formed between the cylindrical rollers and the case 60 for lubrication. Deflection of the extension 70 of the cylindrical roller bearing 13 due to the applied load from the crankpin causes a hydraulic pressure forcing the lubricant out of the gaps 67 and 68 into the case 60 and simultaneously preventing fracture of the extension 70 by creating a reaction force to the cylindrical roller to the load applied by the crankpin. The above theory applies to the case 63 of the half bottom journal of the connected rod (FIG. 7).

FIGS. 1, 4 and 6 also illustrates in end view the crankshaft bearing 14. The crankshaft bearing 14 is identical to the half ball-bearing case 5A without bolt receiving extensions 61. The crankshaft bearing 14 is semicylindrical in shape with an inner periphery forming a case 77, having a slot 78 formed at each inner sidewall 81 edge extending from the open end of the case 74 to the closed end 75 of the case 77 periphery. A screw-receiving bore 80 is lateraly located in the open end 74 of the case 77 to support the last cylindrical roller bearing 15 on the walls of the case 77 by means of a screw. Also to be noted is that FIG. 7 illustrates in end view the half ball-bearing case 5A of the connecting rod bottom journal. A screw-receiving bore 69 is laterally located into the open end 71 of the case 60. Closed end 73 is preferrably connected to the open end 71 of the half bottom journal 63 of the connecting rod 5. Bolt-receiving extensions 61 are embodied on the case outside the periphery extreme ends.

The following abbreviations appear in the description given below:

(1) counterclockwise=ACW

(2) clockwise=CW

(3) top dead center=TDC

(4) bottom dead center=BDC

(5) peristrophic spheres=PS

(6) triangular-spherical ball-bearing=TSB

The application of the Peristrophic Principle is based on the TSB.

(a) During the intake stroke the piston assembly moves from TDC to BDC (downward motion), causing a CW rotation and downwards motion of the PS due to friction of the PS with cylinder, shown in the FIG. 7, motion A.

This CW motion of the PS creates an angular momentum which causes the TSB to rotate from left to right, leftward motion B, as shown in FIG. 7.

These coupling forces and the angular momentum create forces acting downwards, force C, from the rod screw onto the crankshaft, force D.

This peristrophic effect results in an increase of the torque and work output of the engine (petrol or diesel engines).

(b) During the motion of the piston from BDC to TDC (upwards motion) the PS rotate ACW as is shown in the FIG. 6 motion A. This ACW motion of the PS creates an angular momentum causing the TSB to rotate from right to left, rightwards motion B as shown in FIG. 6.

These coupling forces and angular momentum create forces acting upwards, force C, on the top piston 2 to give a high compression ratio. This peristrophic effect of the PS and TSB results in an increase of the torque and the work output of the internal combustion engines.

(c) At BDC lowest point the downwards motion of the top piston 2 will stop and will change to upwards motion. This creates tension forces which have as an effect a change in the direction of rotation of triangular-spherical ball-bearing 93.

Also the change of direction of movement of the top piston 2 together with the change of rotation of the PS create tensions and angular momentum causing the TSB to change direction of rotation from left to right when the upward motion is starting and right to left when the downwards motion is starting (FIG. 7). The rotation of the TSB increases the dynamic effect which the weights have on the engine by creating couplings and angular momentums. The torque is also increased by increasing the radius of rotation of the crankshaft weights by transposing part or all the crankshaft weights on the connecting rod and the lower part of the piston.

(d) The torque is increased by increasing the distance between the weights (web weights) of the crankshaft and the axis of rotation of the crankshaft. The weights are transposed on the connecting rod 5 and its extreme ends as cylindrical roller bearings 13, 15 and bearings 10, 11. These bearings have a double function, the transposition of crankshaft weights and the reduction of friction on the moving parts of the connecting rod and crankshaft 17. The inertia which is necessary for the continuation of the reciprocation of the piston is transposed to the triangular-cylindrical roller-bearing 3 or triangular-piston-bearing 84 or the triangular-spherical ball-bearing 93 (lower piston) with functioning based on the Principle of Conservation of Energy.

The manufacturing process and materials described is by no means to limit the specification of the invention given, but the peristrophic engine may be constructed in all sorts of shapes and dimensions without going beyond the scope of the invention:

(1) Top piston can be sand cast, or pressure die cast. Material: Aluminium alloy, Zn 5.8%, Mg 2.5%, Cu 1.4%, Mn 0.15%, Cr 0.7%.

(2) Triangular-cylindrical roller-bearing case can be cast. Material: Same as used for top piston.

(3) Rod screw should be machined. Material: 0.4% carbon steel.

(4) Connecting rod can be cast. Material: Same as used for rod screw.

(5) Wrist pin can be manufactured by machining. Material: 0.4% carbon steel.

(6) Bearings 10, 11, 13, 15, 17 can be forged. Material: Chrome steel with 15% Chrome in the alloy.

(7) Crankshaft is forged. Material: Carbon steel.

(8) Triangular-spherical ball-bearing can be manufactured by pressure die casting or casting. Material: Carbon steel with 0.4% C. content in Carbon.

(9) Spherical holders are cast or pressure die cast. Material: Carbon steel with 0.4% C. content in Carbon.

(10) Bearings (102) can be cast or pressure die cast or forged. Material: Carbon steel with 15% Cr. content in Chromium.

(11) Triangular-piston-bearing can be cast or pressure die cast.

(12) Ring 85 can be forged. Material: steel with 15% Cr content.

(13) Piston holder can be machined. Material: 0.4% carbon steel.

(14) Outer cylinder liner can be manufactured by pressure and deep drawing. Material: Alloy carbon steel, 0.16% C, 12.5% Cr.

(15) Inner cylinder liner can be manufactured by pressure and deep drawing. Material: Alloy carbon steel, 0.08% C, 0.3% Ti, 5.0% Mo, 9.0% Co, 18% Ni.

Further to be noted is that FIGS. 1, 6, and 7 illustrate the inner cylinder liner 104 and outer cylinder liner 103 in section. The inner cylinder liner is made from hard alloy metal to extend the operation life of the cylinder chamber 18. An outward extension 121 is located at the top end 124 of the inner liner. The outer liner 103 is made from alloy metal which has a low thermal conductivity factor so that it can reduce the heat loss through the inner liner 104 after combustion. The outer liner 103 has an outward receiving extension 122 at the top end 125. The bottom base 123 engages the chamber bore 126 of the block of the engine. The extension 122 engages the base 128 of the receiving extension 122. The cylinder head block 127 is attached to the block of the engine holding fixed the inner and outer liners 104, 103 in the chamber bore 126.

Although the preferred embodiments of this invention have been shown and described in detail, it is recognized that the invention is not limited to the precise form and structure shown and various modifications and rearrangements as will occur to those skilled in the art upon full comprehension of this invention may be resorted to without departing from the scope of the invention as defined in the claims.