FORM -2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE
Specification
(See Section 10; rule 13)
INTERNAL COMBUSTION ENGINE
KIRLOSKAR OIL ENGINES LIMITED
an Indian Company of Laxmanrao Kirloskar Road, Khadki,Pune-411 003, Maharashtra, India.
Inventor: DESHMUKH BHALCHANDRA
The following specification particularly describes the invention and the manner
in which it is to be performed.

FIELD OF THE DISCLOSURE
The present disclosure generally relates to systems and methods used for power generation.
Particularly, the present disclosure relates to an internal combustion engine.
BACKGROUND
Generally, power output and exhaust emission of a diesel engine are improved by obliquely directing fuel jets to the respective inside walls of a quadrangular cavity formed in a piston crown, and further fuel impingement points at the respective side walls of the cavity, fuel impingement angles, and fuel travel distances from nozzle orifices to cavity walls are extremely important factors in improving engine output and exhaust emissions. However, an intake valve and an exhaust valve must be enlarged to obtain high intake and exhaust efficiency, whereby such cavity must be offset from the center of a piston in view of air turbulence effects.
However, if intake and exhaust valves are enlarged, it becomes impossible to position an injection nozzle at the center of a piston. A nozzle must therefore be slightly offset from the center of an offset cavity in order to obtain enough space to mount the nozzle. Such nozzle arrangement results in unequal fuel impingement lengths and different air spaces between adjacent jets and fuel distribution and non-uniformity of the air-fuel mixture results in poorer combustion characteristics.
One prior art patent document trying to obviate the above-mentioned problem is as follows:

US patent US4108116 discloses a quadrangular combustion cavity in the crown of a diesel engine piston, which is offset from the center thereof, and the position of a fuel injector nozzle also offset relative to the center of the cavity to accommodate enlarged intake and exhaust valves. The rotational orientation of the nozzle and the cavity are geometrically determined such that the two longest and the two shortest fuel jet distances are equal in length, a line connecting the geometric center of the cavity and the center of the nozzle bisects the angles between the two longest and the two shortest fuel jet directions, and the difference between the lengths of the longest and shortest fuel jet distances is minimized. The distances from the four fuel impingement points on the side walls of the cavity to the respective corners of the cavity are equal. This arrangement stated to optimize the fuel distribution and combustion characteristics, given the structural necessity of offsetting both the cavity and the injector nozzle. This offset in between combustion cavity of piston and nozzle tip leads to an improper utilization of air available in the combustion cavity.
Further, the fuel injection nozzle is arranged at the center of the cavity formed in the top surface of the piston in order to radially inject fuel sprays from its multiple injection ports. A swirling flow generated by the port of an intake valve during the suction stroke of the engine exists till the end of the compression stroke^ which forms the mixture spraying fuel in the swirling direction in the cavity. The diameters of cavities in common use are within a range of 40 to 70% of that of the piston. The fuel sprays injected radially from the plural injection ports of the fuel injection nozzle collide upon the inner wall surface of the cavity such that they either stick as a liquid film to the wall surface or reside on it as coarse droplets, reducing the effective mixture quality.

This phenomenon results in failure of effective combustion and thus reduces the output power, lowers fuel economy, generates more smoke, and increases the hydrocarbons present in the exhaust gases- harmful to the environment due to greenhouse effect.
The swirling motion of the air and uneven orientation of fuel spray leads to the spray mixing and the interface between the fuel and the air is decelerated and the atomization performance is disturbed. In order to prevent the fuel from impinging upon the cavity wall surface, the injection ports of the fuel injection nozzle have their size reduced but their number is increased.
However, the two valves per cylinder configuration forces the fuel injector to be mounted in an inclined position, because of this the nozzle spray holes lies in different planes. This also leads to the unequal spray length of fuel spray. The unequal spray length and multi-plane nozzle holes orientation leads to different heating zones in the combustion cavity and thus leads to an improper vaporization of fuel.
The unequal length of fuel spray and orientation of nozzle holes in different plane leads to the phenomenon of improper mixing of fuel droplets and Oxygen molecule. The improper mixing of fuel air mixture and deficiency in atomization and vaporization of mixture and insufficient spray mixing leads to an incomplete combustion of this fuel-air mixture, thereby reducing the thermal efficiency of such engines. This also increases the time and cost of production of such engines. The reduction of combustion efficiencies of engine due to improper oxidant and fuel molecule mixing is a cause of great concern for increasing the power output and reducing harmful emissions, such as - smoke, Oxides of Nitrogen, Hydrocarbon and Carbon Dioxide, from such Air-Cooled

compression ignition internal combustion engines, particularly in the light of stricter environmental norms to safeguard against the greenhouse effects.
Generally, the four stroke Diesel Air Cooled internal combustion engine (hereafter referred as an IC engine) includes:
1. Cylinder Liner: It fits into the crankcase, in which piston reciprocates to develop power.
2. Cylinder Head: The cylinder head closes one end of cylinder. It houses the inlet and exhaust valves and intake and exhaust port through which the air is taken inside the cylinder and burned gases are exhausted to the atmosphere from cylinder. A gasket is provided in-between the cylinder and cylinder head to obtain a leak proof joint.
3. Piston and Piston Rings: The function of piston is to compress the air during compression stroke and to transmit the gas force generated during the combustion of air-fuel mixture in the combustion chamber to the connecting rod and to crank shaft, and thus converting the reciprocating motion of the piston into a rotary motion of the crankshaft. Piston rings give gastight sealing between piston and cylinder liner and prevent leakage of high-pressure gases. It also controls the lubricating oil flow to combustion chamber.
4. Connecting Rod: Small end of connecting rod forms a hinge and pin joint with the piston and its big end is connected to the crank by crank pin. It has a passage for the transfer of lubricating oil from the big end bearing to small end bearing.

5. Crankshaft The crankshaft is the backbone of the engine. Crankshaft is supported in main bearing and has a heavy flywheel to smooth out the fluctuations of torque.
6. Piston Pin: Piston pin provides the bearing for oscillating small end of the connecting rod.
7. Inlet Valve: This valve controls the admission of air into diesel engine during suction stroke of the engine.
8. Exhaust Valve: The removal of exhaust gases after doing work on piston is controlled by this valve.
9. Valve Spring: The valves are kept closed by valve spring.
10. Inlet Manifold: It is the passage, which carries the air to engine.
11. Exhaust Manifold: It is the passage, which carries the exhaust gases from exhaust valve to the atmosphere.
12. Camshaft: The function of camshaft is to operate the intake and exhaust valves through cams. Cam followers push rods and rocker arms. The camshaft is driven positively from crankshaft at half the speed of crankshaft.
13. Cam and Cam Follower: It is made of a required profile to give desired motion to the valve through the follower.

14. Push rod and Rocker Arm: The motion of cam is transmitted to valve to the push rod and rocker arm through the cam followers.
15. Crankcase: It is the base, which holds the cylinder and crankshaft.
16. Cooling Blower: The cooling blower is used for cooling engine.
17. Flywheel: It is wheel mounted on crankshaft, which stores excess energy
during the power stroke and maintains a fairly constant output torque on
the crankshaft.
18. Governor: It is run by a drive from the crankshaft. The function of the
governor is to regulate amount of fuel to be supplied to maintain speed of
engine constant when the load requirement varies.
19. Fuel Pump: It forces the fuel oil at high pressure through fuel nozzle
into the cylinder at the end of compression stroke in diesel engine.
20. Fuel Nozzle: The function of fuel nozzle is to break up the fuel into fine
spray as it enters the cylinder of diesel engine.
OBJECTS
Some of the objects of the system of the present disclosure which at least one embodiment herein satisfies are as follows:
It is an object of the system 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 system of the present disclosure is to provide an internal combustion engine that generates comparatively more power.
Another object of the system of the present disclosure is to provide an internal combustion engine that consumes comparatively less fuel.
Yet another object of the system of the present disclosure is to provide an internal combustion engine that is comparatively inexpensive. Further, an object of the system of the present disclosure is to provide an internal combustion engine that provides comparatively improved combustion.
Moreover, an object of the system of the present disclosure is to provide an internal combustion engine that causes comparatively less environmental pollution.
Other objects and advantages of the system of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.
SUMMARY
In accordance with one aspect of the present disclosure, an internal combustion engine is disclosed. The internal combustion engine includes a cylinder, a piston and at least one fuel injector. The cylinder has a cylinder head and a cylinder bore. The cylinder bore (defines a cylinder bore centerline. The piston has a piston cavity offset with respect to the cylinder bore centerline. The at least one fuel injector is adapted to be disposed in the cylinder head. The at least one fuel injector is

disposed parallel to the cylinder bore centerline. The at least one fuel injector has a plurality of orifices configured thereon at equal angles with respect to each other in a single plane.
Typically, the piston cavity is offset with respect to the cylinder bore centerline by 8mm.
Furthermore, in one embodiment, the at least one fuel injector and the cylinder bore centerline are disposed operatively along a vertical axis.
Typically, the plurality of orifices is five.
Further, the plurality of orifices may be configured at 72° apart with respect to each other.
In one embodiment, the internal combustion engine includes a pair of valves disposed on the cylinder, wherein the pair of valves includes an inlet valve and an exhaust valve.
TypicaJly, the internal combustion engine is air cooled.
Further, the internal combustion engine may be a diesel engine.
Furthermore, the internal combustion engine is a four-stroke engine.

BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS
The internal combustion engine of the present disclosure will now be explained in relation to the non-limiting accompanying drawings, in which:
Figure 1 illustrates a top view of a piston cavity positioning in a prior art four-stroke compression ignition internal combustion engine with two valves per cylinder;
Figure 2 illustrates a schematic view depicting distribution of orifices of a nozzle of the prior art internal combustion engine of Figure 1 having different angular separations in different planes;
Figures 3 illustrate a perspective view of a cylinder head of the prior art internal combustion engine of Figure 1 depicting inclined injectors;
Figure 4 illustrates a top view of a piston cavity positioning in a four-stroke compression ignition internal combustion engine of the present disclosure with two valves per cylinder, in one embodiment;
Figure 5 illustrates distribution of orifices of a nozzle of the internal combustion engine of Figure 4 having uniform angular separation;
Figure 6a illustrates a schematic view depicting distribution of orifices of a nozzle of the prior art internal combustion engine of Figure 1 having different angular separation in different plane;

Figure 6b illustrates a front view of the prior art internal combustion engine of Figure 1 depicting inclined injector position;
Figure 7a illustrates distribution of orifices of a nozzle of the internal combustion engine of Figure 4 having uniform angular separation;
Figure 7b illustrates a front view of the internal combustion engine of Figure 4 depicting a vertical position of an injector;
Figure 8 illustrates a graph depicting effect on BMEP at different fuelling rate for the prior art internal, combustion engine and the internal combustion engine of the present disclosure;
Figure 9 illustrates a graph depicting effect on smoke at different fuelling rate for the prior art internal combustion engine and the internal combustion engine of the present disclosure;
Figure 10 illustrates a graph depicting effect on Hydro Carbon (HC) emission at different BMEP for the prior art internal combustion engine and the internal combustion engine of the present disclosure;
Figure 11 illustrates a graph depicting effect on Carbon Monoxide (CO) emission at different BMEP for the prior art internal combustion engine and the internal combustion engine of the present disclosure; and
Figure 12 illustrates a graph depicting effect on Oxide of Nitrogen (NOx) emission at different BMEP for the prior art internal combustion engine and the internal combustion engine of the present disclosure;

DETAILED DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The internal combustion engine of the present disclosure will now be described with reference to the accompanying drawings 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 description hereinafter, of the specific embodiments will so fully reveal 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.
Referring to Figures 1 to 3, 6a and 6b, a prior art four-stroke compression ignition internal combustion engine 10 with two valves per cylinder is disclosed. The prior art internal combustion engine 10 includes an injector 12 (shown in Figure 6b) that is in inclined position and inclination is of 25 degrees to vertical. As the injector 12 has inclined configuration, the sprays/ orifices configured on the injector 12 are spaced at angles (shown in Figures 2 and 6a) to avoid possible overlap of injector thus resulted into the spacing of spray in different planes.
Referring to Figure 1, a piston cavity 14 of a piston of the internal combustion engine 10 is offset with respect to a cylinder bore centerline 16 by a distance of about 5 mm.
Although, the prior art internal combustion engines, such as the four-stroke compression ignition internal combustion engine 10 is useful for generation of power, the prior art internal combustion engines has numerous limitations. For example, the prior art internal combustion engines generate comparatively less power. Further, the prior art internal combustion engines consume comparatively more fuel. Furthermore, the prior art internal combustion engines cause comparatively more environmental pollution.
Referring to Figures 4, 5 and 7a to 12, to alleviate the limitations of the prior art internal combustion engines, an internal combustion engine 100 of the present disclosure is disclosed. The internal combustion engine 100 includes a cylinder 102, a piston (not shown) and at least one fuel injector 104 (illustrated in Figure

7b). The cylinder 102 has a cylinder head and a cylinder bore. The cylinder bore has a cylinder bore centerline 106. The piston has a piston cavity 108 offset with respect to the cylinder bore centerline 106. In one embodiment, the piston cavity 108 is offset with respect to the cylinder bore centerline 106 by a distance of about 8mm.
The at least one fuel injector 104 is adapted to be disposed in the cylinder head. The at least one fuel injector 104 is disposed parallel to the cylinder bore centerline 106. The at least one fuel injector 104 has a plurality of orifices configured thereon at equal angles with respect to each other in a single plane (illustrated in Figures 5 and 7a). In one embodiment, the cylinder head is adapted to accommodate the injector 104 having a diameter of 17.1mm. However, the present invention is not limited to any particular dimension of the injector 104. In one embodiment, the plurality of orifices is five. Still further, in another embodiment, the plurality of orifices may be configured at 72° apart with respect to each other. In one embodiment, the at least one fuel injector 104 makes substantially 0 degree inclination with a vertical axis. Also, in one embodiment, the at least one fuel injector 104 and the cylinder bore centerline 106 are disposed operatively along a vertical axis. Such arrangement of the fuel injector 104 permits direct cooling of the injector 104 by air. Also, such arrangement of the fuel injector 104 facilitates in maintaining the lower temperature of liquid Diesel flowing through the injector 104. Additionally, such arrangement provides better cooling of the injector 104 and improves the life of injector and performance of the engine.
Further, in one embodiment, the internal combustion engine 100 includes a pair of valves disposed on the cylinder, wherein the pair of valves includes an inlet valve and an exhaust valve. Furthermore, the internal combustion engine may

be air cooled. Moreover, the internal combustion engine 100 may be a diesel engine. Additionally, the internal combustion engine 100 may be a four-stroke engine.
The internal combustion engine 100 of the present disclosure discloses Zero Injection Injector Inclination ("ZII") combustion system for an internal combustion engine. Specifically, in the present embodiment, the internal combustion engine 100 of the present disclosure discloses Zero Injection Injector Inclination ("ZII") combustion system for an air cooled internal combustion diesel engine.
The "ZII" combustion system removes the deficiencies of unequal spray length, multi-plane nozzle holes orientations, offset in-between combustion cavity and nozzle and the like. Also "ZII" combustion system facilitates elimination of the additional components such as valves, valve stem, valve guide, valve seats (two) as compared to the four valve system, and obtains the benefit of a vertical injector. Accordingly, the internal combustion engine 100 of the present disclosure is comparatively simple in construction, cost effective and easy to production. Test Analysis:
The mixing of fuel with air in a diesel engine strongly dictates the specific fuel consumption, exhaust smoke and other emissions. The fuel injection pressure, fuel spray configuration, air motion and the condition of the air always govern the mixture formation in direct injection diesel engine.
Referring to Figures 6a to 7b, construction of the prior art internal combustion engine 10 and the internal combustion 100 of the present disclosure is disclosed.

In the prior art internal combustion engine 10, the injector 12 is in inclined position and inclination is of 25 degrees to vertical (illustrated in Figure 6b), whereas in the internal combustion 100 of the present disclosure, the injector 104 is having 0 degree inclination to vertical. The cylinder head is adapted to accommodate the vertical configuration of injector with two valves per cylinder configuration.
Being an inclined injector in the prior art internal combustion engine ]Q, the sprays are spaced to avoid possible overlap of injector thus resulted into the spacing of spray in different planes (illustrated in Figure 6a). Whereas in the internal combustion 100 of the present disclosure, because of zero injector inclination to the vertical, all the sprays has been placed at equal angle and in a single plane (illustrated in Figure 7a). The through flow and the spray cone angle have been kept same. The experiments have been carried for the fixed speed and different bmep level. For the same fuelling the engine performance and the emission has been recorded.
Referring to the Figure 8, a graph depicting variation of Bmep (bar) with respect to fuelling (mm3/str) is illustrated. In the graph, the "X" axis represents Fuelling (mm3/str) and the "Y" axis represents Bmep (bar). The line 110 represents variation of Bmep (bar) with respect to fuelling (mm3/str) for the internal combustion 100 of the present disclosure. Similarly, the line 112 represents variation of Bmep (bar) with respect to fuelling (mm3/str) for the prior art internal combustion engine 10. For the same fuelling, with the internal combustion 100 of the present disclosure the bmep recorded is 8 to 10 % high as compared to the prior art internal combustion engine 10. The unequal sprays spacing always lead to the phenomenon like spray overlapping, and thus leads to the improper combustion efficiency and result into the poor performance and

the emissions. Whereas the equal spray crucially avoiding possible overlaps of injection jets. Such a layout enables a 360 degree quasi-concentric combustion.
Referring to the Figure 9, a graph depicting variation of Smoke (HSU) with respect to fuelling (mm3/str) is illustrated. In the graph, the "X" axis represents Fuelling (mm3/str) and the "Y" axis represents Smoke (HSU). The line 110 represents variation of Smoke (HSU) with respect to fuelling (mm3/str) for the internal combustion 100 of the present disclosure. Similarly, the line 112 represents variation of Smoke (HSU) with respect to fuelling (mm3/str) for the prior art internal combustion engine 10. Heavy smoke reduction has been recorded with the internal combustion 100 of the present disclosure for higher fuelling. The prior art internal combustion engine 10 different points for same fuelling indicate the data recorded for the number of standard production engine to see the consistency of results. As the fuelling decreases the air fuel mixture become leaner and leaner and results into less smoke and thus the difference become narrow for the prior art internal combustion engine 10 and the internal combustion 100 of the present disclosure.
Referring to the Figure 10, a graph depicting variation of Hydro Carbon concentration HC (ppm) with respect to Bmep (bar) is illustrated. In the graph, the "X" axis represents Bmep (bar) and the "Y" axis represents HC (ppm). The line 110 represents variation of Hydro Carbon concentration HC (ppm) with respect to Bmep (bar) for the internal combustion 100 of the present disclosure. Similarly, the line 112 represents variation of Hydro Carbon concentration HC (ppm) with respect to Bmep (bar) for the prior art internal combustion engine 10. The quasi concentric combustion also improved the overall combustion efficiency, as observed in increased bmep level for the same fuelling and

resulted into the 40% Hydro Carbon concentration decrease for the internal combustion 100 of the present disclosure.
Referring to the Figure 11, a graph depicting variation of Carbon Monoxide CO (ppm) with respect to Bmep (bar) is illustrated. In the graph, the "X" axis represents Bmep (bar) and the "Y" axis represents CO (ppm). The line 110 represents variation of Carbon Monoxide CO (ppm) with respect to Bmep (bar) for the internal combustion 100 of the present disclosure. Similarly, the line 112 represents variation of Carbon Monoxide CO (ppm). with respect to Bmep (bar) for the prior art internal combustion engine lO.Because of the quasi concentric Air and fuel states in different spray pocket also leads to the better oxidation process, this is veiry well supported by the 25 % less CO emission for lower and part load condition at source for the internal combustion 100 of the present disclosure as compared to the prior art internal combustion engine 10.
Referring to the Figure 12, a graph depicting variation of Oxides of Nitrogen NOx (ppm) with respect to Bmep (bar) is illustrated. In the graph, the "X" axis represents Bmep (bar) and the "Y" axis represents NOx (ppm). The line 110 represents variation of Oxides of Nitrogen NOx (ppm) with respect to Bmep (bar) for the internal combustion engine 100 of the present disclosure. Similarly, the line 112 represents variation of Oxides of Nitrogen NOx (ppm) with respect to Bmep (bar). The NOx emission remains nearly same, but decreases at mass emission level and this mainly because increase in power output.
Conclusion:
• The internal combustion engine 100 of the present disclosure allows the two valve configuration and placing injector zero degree inclination to

vertical and zero offset to combustion chamber. This helps to achieve the benefit of four valve configurations and reliability of two valve configurations.
• The internal combustion engine 100 of the present disclosure facilitates
lower frictional power and overall low cost of engine.
The overall output i.e. BMEP of the internal combustion engine 100 of the present disclosure is observed to be improved by 8 to 10 %, with heavy reduction in smoke emission at high load condition.
• The result indicated that 30 to 40 % reduction in Hydro Carbon emission along with 20 to 25% reduction in Carbon Monoxide emission is observed for the internal combustion engine 100 of the present disclosure
• With the internal combustion engine 100 of the present disclosure no heavy penalty to NOx emission has been registered.
TECHNICAL ADVANCEMENTS AND ECONOMICAL
SIGNIFICANCE
The technical advancements offered by the system of the present disclosure which add to the economic significance of the disclosure include the realization of:
• an internal combustion engine that generates comparatively more power;
• an internal combustion engine that consumes comparatively less fuel, in one embodiment in the range of 5 to 10%;
• an internal combustion engine that is comparatively inexpensive, in one embodiment the cost reduction is in the range of 40 to 60%;

• an internal combustion engine that provides comparatively improved combustion: and
• an internal combustion engine that causes comparatively less environmental pollution.
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 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 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.

We claim:
1. An internal combustion engine comprising:
• a cylinder having a cylinder head and a cylinder bore, said cylinder bore defining a cylinder bore centerline;
• a piston having a piston cavity offset with respect to said cylinder bore centerline; and
• at least one fuel injector adapted to be disposed in said cylinder head, wherein said at least one fuel injector being disposed parallel to said cylinder bore centerline, and, wherein said at least one fuel injector has a plurality of orifices configured thereon at equal angles with respect to each other in a single plane.

2. The internal combustion engine as claimed in claim 1, wherein said piston cavity is offset with respect to said cylinder bore centerline by 8mm.
3. The internal combustion engine as claimed in claim 1, wherein said at least one fuel injector and said cylinder bore centerline are disposed operatively along a vertical axis.
4. The internal combustion engine as claimed in claim 1, wherein said plurality of orifices is five.
5. The internal combustion engine as claimed in claim 1, wherein said plurality of orifices is configured at 72° apart with respect to each other.
6. The internal combustion engine as claimed in claim 1, further comprising a pair of valves disposed on said cylinder, wherein said pair of valves comprises an inlet valve and an exhaust valve.
7. The internal combustion engine as claimed in claim 1 is air cooled.

8. The internal combustion engine as claimed in claim 1 is a diesel engine.
9. The internal combustion engine as claimed in claim 1 is a four-stroke engine.