BACKGROUND OF THE INVENTION
This engine provides a new configuration for a two stroke engine to incorporate advantages found in a four stroke engine, such as: oil sump, exhaust and intake valve. This engine also incorporates advantages found in a two stroke engine as well, such as forced induction without the need for a turbo or super charger.
SUMMARY OF THE INVENTION
It is an object of this invention to provide a two-stroke engine with a separate lubrication system that works substantially identical to that of a four-stroke, whereas no need to pre-mix fuel and oil in order to lubricate moving parts.
It is another object of this invention to use valves to control exhaust and air intake charge with forced induction to achieve a high compression ratio without intake charge escaping to the exhaust ports.
It is another object of this invention to provide a piston seat that provides a normal force to support a follower or a connected rod to a shaft while managing the side thrusts of the piston throws by redirecting the related forces to the engine block rather to the cylinder walls.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1A shows a bottom view of an engine module made of a cylinder liner with valves, a movable piston, and a stationary piston.
FIG. 1B also shows a bottom view of an engine module comprising a cylinder liner with valves, a movable piston, and a stationary piston.
FIG. 1C shows a cross section view of the engine module in FIG. 1B.
FIG. 1D is a cross section view taken from the side to illustrate exhaust and air intakes while the movable is near bottom dead center.
FIG. 1E is a cross section view of the engine module to illustrate air intake charge flow while the movable is near top dead center.
FIG. 1F is a side view of the engine module to illustrate the valves 4.
DETAIL DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1A is a bottom view of the preferred embodiment of a new engine module which incorporates the advantages of both two-stroke and four-stroke combined. Component 4 are new valves added to this new engine which will be discussed later.
FIG. 1B is also a bottom view of this new engine. A movable piston 2, functions within a cylinder liner 1, which is designed to function inside of an engine block. The cylinder liner can be adapted to become the engine block as well.
FIG. 1C is a cross section view taken from the side to illustrate the flow of the exhausts 2e and air or intake charge 1a. The valves 4 pivot on a mounted point on the cylinder liner 1 to open and close transfer ports and exhaust ports respectively. Note that the valves may pivot on other components, and more than one valve may be used in connection with rockers to open and close exhaust and intake ports located near bottom dead center. The valves have two sides: one is adapted to close the exhaust port, while the other side is adapted to close the transfer ports. The valve side on the exhaust side is longer, but not necessary, in order to facilitate the exhaust pressure to push the valve open. Due to inertia, the valve side facing the exhaust ports will continue to keep the exhaust ports closed as the movable piston moves up towards top dead center. Optionally, the valves may be coupled with a rocker assemble. At the end of a combustion event, the exhaust pressure pushes on one side of the valve to push it open and to escape. At the same time, the intake charge from the rear compression chamber pushes on the other side of the valve to push it open to allow the charge to escape to the combustion chamber. This in turn closes the exhaust ports trapping the intake charge in the combustion chamber to be compressed and ignited near top dead center. A scavenging process takes place as some of the exhaust is left in the combustion chamber. The forced induction, due to the compressed charge from the rear compression chamber pushes the valve open while at the same time closes the exhaust ports to trap and to allow the intake charge to be transferred or injected into the combustion chamber. Greater compression ratio is achieved due to the fact that the intake charge is injected under pressure into the combustion chamber. This eliminates the need to have a turbo charger or super charger. Optionally, a spring 5 is used to push on a rocker 6 to seat in a cavity 4h in valve 4. This action causes the valves to remain shut, closing the exhaust ports and preventing the intake charge from escaping with the exhaust while the movable piston 2 moves up towards Top Dead Center (TDC). Cavity 1h is used to lubricate the respective components.
FIG. 1D is a cross section view showing exhaust 2e leaving the exhaust ports on the cylinder liner 1. This cross section view also shows the intake charge la being transferred to the combustion chamber. A port near the crown of the movable piston 2 is open to allow the compressed charge that was trapped within the rear compression chamber which is formed underneath the movable piston and above the stationary piston 3.
FIG. 1E is a cross section view of the engine module showing intake charge 1a passing through the stationary piston and into the rear compression chamber. Intake charge is sucked in the rear compression chamber as the sealed chamber underneath the movable piston is increased when the movable piston moves up towards TDC. Optionally, the intake charge may enter the rear compression chamber through a reed valve or check valve. The intake charge may enter the rear compression chamber through transfer ports on the cylinder walls and through ports on the skirt of the movable piston.
FIG. 1F is a side view of the engine module showing exhausts 2e escaping the cylinder liner 1 pushing through the valves 4. The grooves on the cylinder liner 1 are cavities to allow coolants to cool the cylinder liner and engine block.
Not included in this drawing page is a piston seat that is adapted to transfer the force from the combustion event to the engine shaft via transmission gears or cam follower. This piston seat is equipped with bearing to glide on the engine block and substantially provide a force normal to a rotatable bearing, forming a follower, with an adjacent face to a cam that turns the engine shaft directly or indirectly, wherein the follower face curve matches that of the cam profile curve when the follower is about bottom dead center which is the location on the cam profile which is further from the axis of the cam. The movable piston seats on the piston seat component. A follower component seats on the piston seat to push a cam which turns a shaft directly or indirectly.
Patent Application
20210293177
