Not Applicable
Not Applicable
Not Applicable
1. Field of the Invention
This invention relates to improvements in an internal combustion engine. More particularly, the engine uses light weight pistons and where the piston moves linearly in the combustion cylinder that eliminates friction and side forces of the piston and eliminates the crankshaft.
2. Description of Related Art Including Information Disclosed Under 37 CFR 1.97 and 1.98
A number of patents and or publications have been made to address these issues. Exemplary examples of patents and or publication that try to address this/these problem(s) are identified and discussed below.
When the internal combustion engine is used as a four cycle engine with four cylinders where it uses four combustion units, each unit has a compressing combustion cylinder and a hydraulic cylinder where each piston of the two cylinders moves linearly and uses a gear and a pair of one-way clutches to extract the majority of the power to the output shaft, furthermore, a small crank shaft is used and the size of the crank shaft as much one quarter of the mass of an average crank shaft that would be used in a conventional combustion engine of similar displacement. This crankshaft operates the camshaft for exhaust and intake valves and for starting of the engine. The high pressure oil is used for intercooling the piston and the cylinder.
U.S. Pat. No. 3,584,610 issued Jun. 15, 1971 to Kilburn I. Porter discloses a radial internal combustion engine with pairs of diametrically opposed cylinders. While the piston arms exist in a fixed orientation to the pistons the volume under the pistons is not used to pump air into the intake stroke of the engine.
U.S. Pat. No. 4,459,945 issued Jul. 17, 1984 to Glen F. Chatfield discloses a cam controlled reciprocating piston device. One or opposing two or four pistons operates from special cams or yokes that replace the crankpins and connecting rods. While this patent discloses piston arms that are fixed to the pistons there also is no disclosure for using the area under each piston to move air into the intake stroke of the piston.
U.S. Pat. No. 4,480,599 issued Nov. 6, 1984 to Egidio Allais discloses a free-piston engine with operatively independent cam. The pistons work on opposite sides of the cam to balance the motion of the pistons. Followers on the cam move the pistons in the cylinders. The reciprocating motion of the pistons and connecting rod moves a ferric mass through a coil to generate electricity as opposed to rotary motion. The movement of air under the pistons also is not used to push air into the cylinders in the intake stroke.
U.S. Pat. No. 8,104,436 issued Jan. 31, 2012 to Gray Jr. Charles L. discloses a free-piston engine with the combustion engine that is couples to a hydraulic piston to produce hydraulic power that is used outside of the engine. High pressure oil is used in the hydraulic motor to extract the power that is created by the engine.
It is an object of the engine to eliminate the side forces of the piston engine on the cylinder wall thereby reducing the friction of the engine.
It is an object of the engine to use a pair of one-way clutched and gears to convert the reciprocating linear motion of the pistons into rotary motion without side forces in the piston engine and crankshaft friction. The power in the piston will be nearly completely transferred to an output shaft, as compared to a conventional crankshaft where the power transfer is less than 65% of the power and compared to a free piston engine the power will transfer less than 70%.
It is an object of the engine to eliminate the complicated crankshaft and for this design to be less expensive.
It is an object of the engine to use a hydraulic piston in a hydraulic cylinder where the piston maintains linear movement of the combustion piston. The high pressure oil is used to intercooling the combustion piston and the intercooling of the combustion engine through the combustion walls and the lubrication of the piston rings; part of the high pressure oil is used in the radiator for cooling the oil. Where the high pressure oil that is not used to extract the engine power as most of the free piston engine.
Where the free piston is needed the motor to convert the hydraulic linear motion to rotational motion and makes more energy loss when compared to this engine design.
It is an object of the engine when it is used as a split cycle engine, two-combustion units and two compressor units. The combustion units are compressing, a combustion cylinder and a hydraulic cylinder and automatic exhaust valves that are controlled by the combustion piston and differential pressure of the hydraulic cylinder and no outside control and where the compressor units are compressing a compressor cylinder and it can be a larger size than the combustion cylinder for self-supercharging the combustion cylinder and where the air inlet valve is controlled by differential pressure of the hydraulic cylinder.
It is another object of the engine for when the internal combustion engine is used as a split cycle engine with a dual chamber cylinder engine for the engine to work as two cylinder units—four cycle engine where the cylinder unit compressing the upper cylinders are for a dual chamber cylinder and where the lower cylinder is used for a hydraulic cylinder and where the dual chamber use the upper chamber for as a combustion chamber and the lower chamber as for a compressor chamber. The engine comprises at least two cylinder units and where each unit is connected to each other with a gear shaft or a pair of one-way clutches by a piston gear rod. A small crank shaft is used for starting the engine and as an output shaft and where the exhaust valves and intake valves are operated by high pressure oil by using the hydraulic piston valve. This engine is automatically controlled by pressurized oil in the hydraulic cylinder in the engine and therefore does not need any adjustment or computer control, and where automatic mechanical fuel injector is used.
It is still another object of the engine to be the smallest and the most efficient and less expensive engine ever built.
It is still another object of the engine to reduce the heat temperature of the combustion cylinder by reducing the friction of the piston on the cylinder wall by using high pressure oil and this can lead the engine working at a lower temperature for combustion (LTC) and this is helpful for reducing engine output of nitrogen oxide (NOx) emissions, thereby reducing the need to consume additional fuel for exhaust after treatment and the crankshaft will reduce fuel consumption and reduce emissions. Reference: Report on the transportation combustion engine efficiency colloquium held at UScar, Mar. 3-4 2010 by Oak Ridge National Laboratory, Department of Energy.
It is another object of the engine for the engine to be use high pressure oil to intercool the piston and the cylinder walls. This can eliminate the need for exhaust gas recirculation (EGR) and eliminate the need for a water pump, and for an oil pump.
Various objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments of the invention, along with the accompanying drawings in which like numerals represent like components.
a shows a cross-sectional view cut through 7a-7a of
b shows a cross sectional view cut through 7b-7b of
c shows a cross sectional view cut through 7c-7c of
a shows a detail for the oil being pushed through the body of the combustion piston.
b shows a detail for the oil being pushed through the body of the dual chamber piston.
a through
a shows a dual chamber cylinder upper chamber.
b shows a dual chamber cylinder lower chamber.
c shows a pair of one-way clutches for a dual chamber combustion engine.
a shows a cross section of a fuel injector in a closed position.
b shows a cross section of a fuel injector in an open position.
A pair of one-way clutches is shown in
a shows a detail view of a four cycle engine cylinder and split cycle engine cylinder 121 where the high pressure oil pushes through the body of the piston 120 and discharges out of the piston 120.
b shows a detail for the dual chamber cylinder 121 where the high pressure oil 111 pushes through the body of the piston 120 and discharges through outlet channel 119 to out of the piston through a piston gear 110.
This embodiment uses only a gear shaft as shown in
Split Cycle Engine
The two compressor units and two combustion units are connected to each other by gear shaft 50 or one-way clutch 57 and operate opposed to each other where one compression piston moves up while the other compression piston moves down and vice versa. The power output for the engine is using a pair of one-way clutched 57 and or a small crankshaft as previously shown and described in the four cycle engine. As a second embodiment the power output for the engine is using a gear shaft between a piston gear rod 50 and with a small crankshaft as previously disclosed in the four cycle engine.
a shows the combination piston 65 moves up with the exhaust valve 62 open thereby allowing the exhaust gas to escape to outside of the cylinder. The compression piston 86 will compress air in the compression cylinder in the same time the valve 72, the valve 66 and the valve 82 will be closed.
In
In
d shows the combustion piston 65 moves down by Vc and compressor piston 86 moves down by Vc then the high pressure air valve will be closed. The ball valve 72 will be closed and the fuel injector will be closed and the spark plug will fire and start the combustion cycle. The exhaust valve 62 will be closed in the compressor cylinder. The air inlet valve 82 will then open to allow the air into the compressor cylinder.
a, 30b, 30c and 31 shows a dual chamber cylinder combustion engine where the upper cylinder is used as a combustion chamber and the lower chamber cylinder is used as a compressor chamber. The two chambers work as a split cycle engine as previously disclosed.
a and 36b shows a cross-sectional view of a mechanical fuel injector 69. High pressure fuel enters through pipe 75 and unused fuel is returned to the fuel tank through pipe 74. The fuel injector comprises of a piston valve 78 that is held closed by spring 77 and the oil returns through pipe 74. The injector opens when the combustion cylinder piston presses on the stem 76 and one piston valve 79 to allow the fuel injection into the combustion chamber.
a shows the injector closed and high pressure fuel being returned to the fuel tank through outlet opening 90, 91 and 74.
Thus, specific embodiments of a combustion engine with a pair of one-way clutches used as a rotary shaft have been disclosed. It should be apparent, however, to those skilled in the art that many more modifications besides those described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.
Not Applicable.
This application is a continuation-in-part of applicant's co-pending application Ser. No. 13/444,139 filed Apr. 11, 2012, and PCT application PCT/US12/038088 filed on May 16, 2012 the entire contents of which is hereby expressly incorporated by reference herein.
Number | Name | Date | Kind |
---|---|---|---|
385226 | Barden | Jun 1888 | A |
1045505 | Brauer | Nov 1912 | A |
1122972 | Maye | Dec 1914 | A |
1374164 | Nordwick | Apr 1921 | A |
1419693 | Schultz | Jun 1922 | A |
1528164 | Nordwick | Mar 1925 | A |
1654378 | Marchetti | Dec 1927 | A |
1828060 | Michael | Oct 1931 | A |
2261086 | Hunt | Oct 1941 | A |
3267917 | Bargero | Aug 1966 | A |
3517652 | Albertson | Jun 1970 | A |
3584610 | Porter | Jun 1971 | A |
3820337 | Martin | Jun 1974 | A |
4003351 | Gunther | Jan 1977 | A |
4013048 | Reitz | Mar 1977 | A |
4097198 | Herron | Jun 1978 | A |
4459945 | Chatfield | Jul 1984 | A |
4480599 | Allais | Nov 1984 | A |
4545336 | Waide | Oct 1985 | A |
4907548 | Lee | Mar 1990 | A |
4945725 | Carmein | Aug 1990 | A |
5673665 | Kim | Oct 1997 | A |
5791303 | Skripov | Aug 1998 | A |
6397722 | Eddington | Jun 2002 | B1 |
6904888 | Heifets | Jun 2005 | B1 |
6976467 | Fantuzzi | Dec 2005 | B2 |
7121236 | Scuderi | Oct 2006 | B2 |
7475666 | Heimbecker | Jan 2009 | B2 |
8074619 | Harju | Dec 2011 | B2 |
8281763 | Namikoshi | Oct 2012 | B2 |
20010017122 | Fantuzzi | Aug 2001 | A1 |
20080121196 | Fantuzzi | May 2008 | A1 |
20090314252 | Perewusnyk | Dec 2009 | A1 |
20100275884 | Gary, Jr. | Nov 2010 | A1 |
20100294232 | Otterstrom | Nov 2010 | A1 |
20110146629 | Radocaj | Jun 2011 | A1 |
20120090571 | Namikoshi | Apr 2012 | A1 |
Number | Date | Country |
---|---|---|
WO9849434 | Nov 1998 | WO |
Number | Date | Country | |
---|---|---|---|
20140083378 A1 | Mar 2014 | US |
Number | Date | Country | |
---|---|---|---|
Parent | 13444139 | Apr 2012 | US |
Child | 14090948 | US |