DESC:FIELD
The present disclosure relates to the field of mechanical engineering. Particularly, the present disclosure relates to the field of internal combustion engines.
BACKGROUND
Conventional air cooled internal combustion engines have provisions for directing cooling air, which acts as a cooling medium, towards a cylinder head of the engine. However, the arrangement of the conventional internal combustion engines does not facilitate directing the cooling air towards an operative bottom portion of the internal combustion engine, which also includes lube oil sump. This arrangement does not allow the cooling of excessively heated lubricating oil, thereby reducing viscosity of the cooling oil. Further, in the conventional internal combustion engine, a flywheel and a cooling fan are connected via a coupling which adds to the overall weight and manufacturing cost of the engine. Some of the conventional internal combustion engines are equipped with a lever to decompress the fuel-air mixture within the combustion chamber of the engine during ignition stage. Such engines require a proper balance and timing between operating the lever and rotating a crankshaft during start-up condition of the engine which is a cumbersome task.
Therefore, there is felt a need for an internal combustion engine that alleviates the above-mentioned drawbacks of the conventional internal combustion engines.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a single cylinder internal combustion engine that facilitates cooling of excessively heated lubricating oil.
Another object of the present disclosure is to provide a single cylinder internal combustion engine that has a compact and simple configuration.
Still another object of the present disclosure is to provide a single cylinder internal combustion engine that is light in weight.
Yet another object of the present disclosure is to provide a single cylinder internal combustion engine that has high power to weight ratio.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a single cylinder internal combustion engine. The single cylinder internal combustion engine comprises a cylinder block, cooling arrangement for the cylinder block, a cowling cover, a mesh, a cooling fan, a first plurality of fins, a second plurality of fins, a piston and a crankshaft. The cooling arrangement for the cylinder block is configured to direct a cooling medium towards an operative top portion and an operative bottom portion of the cylinder block.
The cowling cover is mounted on the cylinder block. Further, the mesh is configured on the cowling cover. The mesh is configured to provide ingress protection to the cylinder block. Further, the mesh is configured to facilitate the flow of the cooling medium therethrough.
The cooling fan is disposed within the cylinder block. The first plurality of fins is provided on an operative front surface of the cooling fan. The first plurality of fins is configured to direct partial flow of the cooling medium received via the mesh to the operative top portion.
Further, the second plurality of fins is provided at the operative bottom portion of the cylinder block to facilitate the cooling of oil.

The piston and the crankshaft are disposed within the cylinder block. The piston and the crankshaft are connected to each other via a connecting rod. An offset is configured between the longitudinal axis of the piston and the longitudinal axis of the crankshaft to facilitate reduction in the frictional power loss.
The cooling fan disposed within the cylinder block is covered by the cowling cover. Further, a flywheel is configured at an operative rear portion of the cooling fan to form a monolithic block.
In an embodiment, the arrangement of the flywheel and the cooling fan is configured such that the amount of the cooling medium supplied to the operative bottom portion of the cylinder block is in the range of 15 percent to 25 percent of the total amount of the cooling medium.
The engine further includes a third plurality of fins. The third plurality of fins is disposed on an operative outer surface of the cylinder block. The third plurality of fins has an aerodynamic profile, and is configured to facilitate maximum cooling of the cylinder block.
In an embodiment, the offset between the longitudinal axis of the piston and the longitudinal axis of the crankshaft is 6 mm.
In an embodiment, the piston and the connecting rod are made of aluminium and cast iron respectively.
In another embodiment, the engine is air cooled, the cooling medium being air.
In an embodiment, the engine includes an oil intake port is configured at the operative bottom portion of the cylinder block. The oil intake port configured at an operative bottom portion of the cylinder block facilitates the engine to operate at an inclination of up to 25 degrees along and across the crankshaft axis.
Further, the engine includes a gear assembly. The gear assembly comprises at least one gear, a counterweight and a cam.
In an embodiment, the counterweight is disposed proximal to the center of the gear. The counterweight is configured to be positioned close to the center of the gear during start-up condition. Further, the counterweight is configured to move away from the center of the gear at a pre-determined speed of the engine due to centrifugal action.
The cam of the gear assembly is configured to partially open an exhaust valve of the engine using a follower, thereby reducing the compression in a combustion chamber during start-up condition. The cam is further configured to close the exhaust valve of the engine to facilitate full compression for achieving ignition of air and fuel mixture in the combustion chamber.
In an embodiment, the cowling cover is adapted to facilitate less pressure drop of the cooling medium passing though the mesh.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A single cylinder internal combustion engine of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a sectional front view of a single cylinder internal combustion engine;
Figure 2 illustrates a front view of the single cylinder internal combustion engine of Figure 1 depicting a cowling cover;
Figure 3 illustrates an isometric view of a flywheel and a cooling fan, attached together, of the single cylinder internal combustion engine of Figure 1;
Figure 4 illustrates a front view of the flywheel and the cooling fan of Figure 3;
Figure 5 illustrates an isometric view of a cylinder block of the single cylinder internal combustion engine of Figure 1;
Figure 6 illustrates a cross sectional view of the cylinder block of Figure 5 depicting a piston and crankshaft arrangement;
Figure 7 illustrates a front view of the cylinder block of Figure 5 depicting an oil intake port;
Figure 8 illustrates a front view of a gear assembly of the single cylinder internal combustion engine of Figure 1;
Figure 9 illustrates a front view of a cam and follower during ignition stage of the single cylinder internal combustion engine of Figure 1; and
Figure 10 illustrates a front view of the cam and follower during start-up condition of the single cylinder internal combustion engine of Figure 1.
LIST OF REFERENCE NUMERALS USED IN DETAILED DESCRIPTION AND DRAWING
100 – Single cylinder internal combustion engine
110 – Cylinder block
112 – Operative top portion of the cylinder block
112a – First channel
112b – Second channel
114 – Operative bottom portion of the cylinder block
118 – Arrows depicting direction of air flow
120 – Cowling cover
122 – Mesh
130 – Flywheel
132 – Cooling fan
134 – First plurality of fins
136 – Third plurality of fins
138 – Piston
139 – Connecting rod
140 – Crankshaft
142 – Oil intake port
144 – Second plurality of fins
150 – Sprocket assembly
152 – Gear
154 – Counter weight
156 – Follower
158 – Cam
DETAILED DESCRIPTION
The present disclosure envisages a single cylinder internal combustion engine that is compact and has high power to weight ratio.
A preferred embodiment of the single cylinder internal combustion engine, of the present disclosure, will now be described in detail with reference to the accompanying drawing. The preferred embodiment does not limit the scope and ambit of the disclosure.
Conventionally, a cooling agent is provided for cooling a cylinder block of an internal combustion engines. However, the cooling agent is not directed towards an operative bottom portion of the cylinder block where a crankshaft and lubricating oil are disposed, thereby resulting in reduction of the viscosity of lubricating oil.
In the single cylinder combustion engine, of the present disclosure, the cooling medium is circulated at an operative top portion as well as at an operative bottom portion of a cylinder block of the engine. The flow of air is circulated at the bottom portion of the cylinder block enables the cooling of the oil contained within the cylinder block. The cooling of the oil increases the viscosity thereof, thereby facilitating better lubrication to the internal parts of the cylinder block. Further, the better lubrication to the internal parts of the cylinder block improves life thereof, and the engine can run smoothly for a longer time.
Figure 1 illustrates a sectional front view of a single cylinder internal combustion engine 100 (hereinafter referred as “engine 100”). Figure 2 illustrates a front view of the single cylinder internal combustion engine 100 of Figure 1 depicting a cowling cover 120.
The engine 100 comprises a cylinder block 110, a first plurality of fins 134, a second plurality of fins 144, a piston 138, and a crankshaft 140.
The cylinder block 100 is provided with a cooling arrangement for directing a cooling medium towards an operative top portion 112 and an operative bottom portion 114 of the cylinder block 110. The engine 100 includes a cowling cover 120 and a cooling fan 132. The cowling cover 120 is mounted on the cylinder block 110, wherein a mesh 122 is configured on the cowling cover 120. The mesh 122 is configured to provide ingress protection to the cylinder block 110, and is further configured to facilitate the flow of the cooling medium therethrough. In an embodiment, the cowling cover 120 is adapted to facilitate less pressure drop of the cooling medium passing though the mesh 122. In an embodiment, the engine 100 is air cooled, cooling medium being air.
The cooling fan 132 is disposed within the cylinder block 110, and has the first plurality of fins 134 configured thereon. Specifically, the first plurality of fins 134 is provided on an operative front surface of the cooling fan 132. Further, the first plurality of fins 134 is configured to direct a partial flow of the cooling medium, received via the mesh 122, towards the operative top portion 112 and the operative bottom portion 114 respectively. In an embodiment, the major portion of the cooling air is supplied to the operative top portion 112 of the cylinder block 110 and the cylinder head for cooling thereof, and the remaining portion of the cooling air is supplied to the operative bottom portion 114 of the cylinder block 110 to cool the oil contained therewithin. In another embodiment, around 15 to 25 percent of the total amount of the cooling medium is directed towards the operative bottom portion 114 of the cylinder block 110.
In an exemplary embodiment, around 58% of the total amount of the cooling medium (hereinafter also referred as “cooling air”) is supplied to a first channel 112a configured at the operative top portion 112 of the cylinder block 110, and 22% of the cooling medium is supplied to a second channel 112b configured at the operative top portion 112 of the cylinder block 110. Further, around 18% of the cooling medium is supplied to the operative bottom portion 114 of the cylinder block 110.
Further, the second plurality of fins 144 (shown in figure 7) is provided at an operative bottom portion 114 of the cylinder block to facilitate the cooling of oil contained therewithin. In an embodiment, the amount of cooling medium required for cooling the oil is determined based on the temperature of the oil contained within the cylinder block 110.

Figure 6 illustrates a cross-sectional view of the cylinder block 110 depicting an arrangement of the piston 138 and the crankshaft 140. The piston 138 and the crankshaft 140 are disposed within the cylinder block 110. The piston 138 and the crankshaft are coupled to each other via a connecting rod 139. The piston 138 and the crankshaft 140 are coupled to each other via the connecting rod 139 to maintain an offset between the longitudinal axis of the piston 138 (L1) and the longitudinal axis of the crankshaft (L2) 140, thereby facilitating reduction in the frictional power loss. In an embodiment, the offset between the longitudinal axis (L1) of the piston 138 and the longitudinal axis (L2) of the crankshaft 140 is 6 mm. Further, the reduction in the frictional power loss results in more power generation by the engine 100, and less wear and tear of the piston 138 and the crankshaft 140.
In an embodiment, the piston 138 and the connecting rod 139 are made of aluminium and cast iron respectively.
The cooling fan 132 is disposed within the cylinder block, and is covered by the cowling cover 120. Further, a flywheel 130 is configured at an operative rear portion of the cooling fan 132 to form a monolithic block. Figure 3 illustrates an isometric view of the flywheel 130 and the cooling fan 132 of the single cylinder internal combustion engine 100. The flywheel 130 and the cooling fan 132 are attached to each other without any coupling therebetween. In an embodiment, the flywheel 130 and the cooling fan 132 are manufactured as a monolithic block by a casting process. In another embodiment, the cooling fan 132 is placed such that it faces the cowling cover 120.
Figure 5 illustrates an isometric view of the cylinder block 110 of the single cylinder internal combustion engine 100, in accordance with an embodiment of the present disclosure. A third plurality of fins 136 is disposed on an operative outer surface of the cylinder block 110. The third plurality of fins 136 has an aerodynamic profile, and is configured to facilitate maximum cooling of the cylinder block. Further, the height of the third plurality of fins 136 is adjusted in a way such that the third plurality of fins 136 does not affect the air flow distribution of the cylinder head.
Figure 7 illustrates a front view of the cylinder block 110 depicting an oil intake port 142. The oil intake port 142 is configured at the operative bottom portion 114 of the cylinder block. The oil intake port 142 configured at an operative bottom portion 114 of the cylinder block 110 facilitates the engine 100 to operate at an inclination of up to 25 degrees along and across the crankshaft axis.
Further, the air intake ports of the engine 100 are configured to provide maximum swirl to the intake air. The swirling action facilitates homogeneous mixing of the fuel and air within the cylinder block 110 which results in reduction of harmful emissions exhausted from the engine 100.
The engine 100, of the present disclosure does not require any type of lever for decompressing the fuel-air mixture within the cylinder block 110. A gear assembly 150 is configured to achieve decompression of the fuel-air mixture. Figure 8 illustrates a front view of the gear assembly 150. Figure 9 illustrates a front view of a cam 158 and follower 156 during ignition stage of the engine 100. Figure 10 illustrates a front view of the cam 158 and follower 156 during starting the engine 100.
In an embodiment, the gear assembly 150 comprises at least one gear 152, a counterweight 154 and a cam 158. In an embodiment, the counterweight 154 is disposed proximal to the center of the gear 152. Further, the counterweight 154 is configured to be positioned close to the center of the gear 152 during start-up condition. Further, the counterweight 154 is configured to move away from the center of the gear 152 at a pre-determined speed of the engine 100 due to centrifugal action.
The cam 158 of the gear 152 assembly is configured to partially open an exhaust valve of the engine 100 using a follower 156, thereby reducing the compression in a combustion chamber during start-up condition. The cam 158 is further configured to close the exhaust valve of the engine 100 to facilitate full compression for achieving ignition of air and fuel mixture in the combustion chamber. Further, when the engine 100 attains predetermined speed, the counterweight 154 moves away from center of gear 152 due to centrifugal action, thereby changing the position of the cam 158. The cam 158 closes the exhaust valve to facilitate full compression to achieve ignition of air/fuel mixture in the combustion chamber.
In an embodiment, the engine 100 of the present disclosure is used in a generator (not shown in figures), wherein an alternator is used to charge a battery of the generator. The rotor (not shown in figures) of the alternator may be attached to the flywheel 130 of the engine 100.
The engine 100, as disclosed in the present disclosure, has reduced frictional power loss, better cooling, and lesser weight, which results in more power generation with same weight as compared to the conventional internal combustion engines. Therefore, the engine 100, of the present disclosure, has more power to weight ratio.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a single cylinder internal combustion engine that:
• facilitates cooling of an excessively heated lubricating oil;
• has a compact and simple configuration;
• is light in weight; and
• has high power to weight ratio.
The disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully revealed the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A single cylinder internal combustion engine (100) comprising:
a cylinder block (110);
a cooling arrangement for said cylinder block (110), said cooling arrangement configured to direct a cooling medium towards an operative top portion (112) and an operative bottom portion (114) of said cylinder block (110);
a cowling cover (120) mounted on said cylinder block (110);
a mesh (122) configured over said cowling cover (120), said mesh (122) configured to provide ingress protection to said cylinder block (110), and further configured to facilitate the flow of the cooling medium therethrough;
a cooling fan (132) disposed within said cylinder block (110);
a first plurality of fins (134) provided on an operative front surface of said cooling fan (132) to direct partial flow of cooling medium received via said mesh (122), to said operative top portion (112) and said operative bottom portion (114) of said cylinder block (110);
a second plurality of fins (144) provided at said operative bottom portion (114) of said cylinder block (110) to facilitate the cooling of oil;
a piston (138) disposed within said cylinder block (110);
a crankshaft (140) connected to said piston (138) via a connecting rod (139); and
an offset configured between the longitudinal axis (L1) of said piston (138) and the longitudinal axis (L2) of said crankshaft (140) to facilitate reduction in the frictional power loss.
2. The engine (100) as claimed in claim 1, wherein said cooling fan (132) is covered by said cowling cover (120), and a flywheel (130) is configured at an operative rear portion of said cooling fan (132) to form a monolithic block.
3. The engine (100) as claimed in claim 1, wherein the arrangement of said flywheel (130) and cooling fan (132) is configured such that the amount of the cooling medium supplied to said operative bottom portion (114) is in the range of 15 percent to 25 percent of the total amount of the cooling medium.
4. The engine (100) as claimed in claim 1, wherein a third plurality of fins (136) is disposed on an operative outer surface of said cylinder block (110), said third plurality of fins (136) has an aerodynamic profile, and is configured to facilitate maximum cooling of said cylinder block (110).
5. The engine (100) as claimed in claim 1, wherein said offset between the longitudinal axis (L1) of said piston (138) and the longitudinal axis (L2) of said crankshaft (140) is 6 mm.
6. The engine (100) as claimed in claim 1, wherein said piston (138) and said connecting rod (139) are made of aluminium and cast iron respectively.
7. The engine (100) as claimed in claim 1, which is air cooled, the cooling medium being air.
8. The engine (100) as claimed in claim 1, which includes an oil intake port (142) configured at said operative bottom portion (114) of said cylinder block (110) to facilitate said engine (100) to operate at an inclination of up to 25 degrees along and across the crankshaft axis.
9. The engine (100) as claimed in claim 1, which includes a gear assembly (150), wherein said gear assembly (150) comprises:
a. at least one gear (152);
b. a counterweight (154) disposed proximal to the center of said gear (152), said counterweight (154) configured to be positioned close to the center of said gear (152) during start-up condition, and further configured to move away from the center of said gear (152) at a pre-determined speed of said engine (100) due to centrifugal action; and
c. a cam (158) configured to partially open an exhaust valve of said engine (100) using a follower (156), thereby reducing the compression in a combustion chamber during start-up condition, and further configured to close said exhaust valve of said engine (100) to facilitate full compression for achieving ignition of air and fuel mixture in the combustion chamber.
10. The engine (100) as claimed in claim 1, wherein said cowling cover (120) is adapted to facilitate less pressure drop of said cooling medium passing through said mesh (122).