JP2011518280A - New reciprocating machines and other equipment - Google Patents

Abstract

  The present disclosure relates to a reciprocating fluid actuator including an internal combustion engine, a compressor, and a pump. Unlike conventional configurations, numerous configurations of pistons and cylinders are described that operate without cooling. These piston and cylinder configurations are primarily intended for use in IC engines. This device is provided with a toroidal combustion chamber or working chamber. Some of these combustion chambers or working chambers allow fluid to flow through the center of the toroid. In addition, a single piston that reciprocates between a pair of working chambers, a tension valve drive, a tension link between the piston and the crankshaft, an energy absorbing piston-cranklink, a crankshaft supported on a gas bearing, and in the housing And an injector with a member that reciprocates or rotates during fuel delivery. In some embodiments, the piston rotates female during reciprocation. A high temperature exhaust system, including a system containing filament material, is described, as well as a procedure for reducing exhaust during low temperatures at start-up by a valve at the reaction volume outlet. Also disclosed are improved vehicles, airplanes, ships, transmissions and exhaust systems suitable for the engine of the present invention.

Description

Detailed Description of the Invention

〔Technical field〕
The present disclosure relates to improved pumps, compressors, and combustion engines, as well as temperature management of working fluids with such hardware, and temperature management of these hardware itself, combustion engine exhaust control devices, pumps and engines. The present invention relates to parts and accessories, exhaust emission control devices, vehicles, aircraft, ships, and continuously variable transmissions.

[Background Technology]
Current piston and cylinder engine hardware was first commercialized in the mid-18th century using technology available at the time. Early internal combustion (IC) engine designers, such as Gottfried Daimler and Rudolf Diesel, employed a steam expansion chamber in the combination of a combustion chamber and an expansion chamber, substantially without changing the hardware. The 21st century embodiment that modified this reciprocating IC engine is said to be outdated. The present disclosure focuses on improving temperature management in a reciprocating device comprising a pump, a compressor, and an IC engine. In this reciprocating device, the improvement in temperature management reaches a range of more advanced engines, from a modified version of the current product to a new reciprocating device embodiment. In a conventional reciprocating IC engine, the combustion supply air in a space with a limited combustion volume burns rapidly, so that expansion occurs and heat is generated. The expansion drives the piston and, consequently, the engine, but the heat product of this cycle is almost not used at all (in fact, this heat product provides general heat dissipation through the cylinder wall and cylinder head). It is considered undesirable to dissipate as efficiently as possible by conducting both to the cooling system). Other heat is collected by the lubrication device and is often dissipated by oil coolers, sump cooling fins, and the like. The benefits of reducing engine cooling are enormous. Reducing cooling saves energy. Otherwise, energy is dissipated by cooling and general heat dissipation and cannot be recovered. Reducing cooling also increases the average combustion temperature and further increases efficiency. This is because the combustion efficiency is related to the difference between the ignition temperature and the constant temperature intake air that enters it.

  It is known that efficiency increases as the temperature difference of the combustion cycle increases. The higher the combustion, the higher the efficiency. All other elements are the same. The engine system is designed to withstand engine performance under peak loads. Peak loads often occur at a small percentage of the total operating time. At all other times, the engine cools down and is therefore less efficient. Currently, almost all engines operate at lower efficiencies due to lower temperatures because they operate at temperatures substantially below their intended peak temperature during the majority of their operating life. In order to improve fuel economy and reduce CO2 emissions, the most important first step is to always keep the engine temperature at the maximum temperature that the engine can withstand, and in all modes of operation the engine will be at optimal efficiency. Would be to make it work.

  The second step would be to remove the cooling system completely and install the engine in an insulated housing as much as possible and set the average combustion temperature higher than previously combustible. By removing the cost, mass, volume, and unreliability of the cooling system, many economic and other advantages arise. Cooling system unreliability is the most frequent cause of engine failure. In an engine that is not fully cooled or not cooled at all, the exhaust is very hot (ie, contains a lot of energy), and from the exhaust, more work is required to increase efficiency. It can be taken out by the composite form. A turbine engine, steam engine, or Stirling engine may be used to extract work from the hot exhaust gas. This is as possible in a system for converting gas heat directly into electrical energy. In an engine that is not cooled, the first step described above is realized automatically. This is because there is little temperature variation between different operating modes. That is, the engine always approaches its intended maximum temperature.

  Many thought that it would be desirable to build an engine with reduced cooling or an uncooled engine, and therefore an engine that operates at higher temperatures. The efficiency will increase because it is determined as a function of the difference between the temperature of the outside air (which is constant) and the temperature of the air during combustion. The resulting hotter exhaust gas is generally easier to purify. If the cooling system can be reduced or eliminated, some or all of the cost, mass, volume, and unreliability of the cooling system can be reduced or eliminated. An uncooled engine can be substantially insulated, soundproofed, and damped to some extent to be environmentally and socially acceptable. Most of the heat value of the fuel is consumed by pushing the piston, but almost all of the remaining heat value will be present in the hot exhaust gas and can be restored there. In this new uncooled engine, the temperature equilibrium point is high, so the main piston and cylinder parts will probably need to be constructed from a special high temperature alloy or ceramic material.

Applicants are aware that today commercial uncooled engines with a long service life are not manufactured and there is no plan for manufacturing in the foreseeable future. Manufacturers and researchers have attempted to build “insulated” engines in the 1980s and 1990s (where adiabatic is understood to mean reduced cooling). The literature indicates that almost all of this work involves replacing the metal with a ceramic material or adding a ceramic material to the metal in some major combustion chamber components. For example, a ceramic cap was installed on a metal piston; a ceramic liner was installed in a metal engine block; a metal valve of the same shape was replaced with a zirconia poppet valve. For many reasons, this work was not very successful. These reasons include a problem that the thermal expansion of the ceramic member and the metal member adjacent to each other is different. The engine design was largely unchanged. Today's metal IC organizations reflect three constraints. These constraints are the commercial properties that determine the material properties of metals, the need for cooling, and therefore the need for engine blocks with fluid passages, etc., and the most viable methods of manufacturing and assembling metal parts. Embodiment. Applicants felt that the viable commercial embodiment of the uncooled ceramic engine described above would be very different from today's units. This is because all previous constraints are no longer appropriate and new constraints apply. The present disclosure adapts and modifies the conventional design of piston and cylinder engines to allow applicants to attempt new embodiments that are not cooled and constructed from other than ceramic materials. Results are included. Many of the embodiments can also be constructed in high temperature alloys.

  Eliminating cooling increases the temperature equilibrium point contained in the fluid being processed and raises the exhaust gas temperature in all parts of the engine. As mentioned above, in addition to converting more energy into further work, this accelerates the rate of chemical reactions in the exhaust gas, making the exhaust control system more efficient, or putting effort into the exhaust control system. It has an effective action of eliminating the need to apply. At present, exhaust regulations are extremely important, and a new configuration for purifying high-temperature exhaust gas has been devised and disclosed herein. This uncooled engine preferably uses an internal combustion engine cycle, although many principles of the present invention may be applied as needed, for example, an engine operating in a Rankine cycle or a Stirling cycle. The engine is configured to operate continuously with reduced cooling at the maximum intended temperature and no cooling at any temperature intended for operation during the service life, at which time Suitable for any application where an internal combustion engine is used. These applications include all types and sizes of vehicles and ships / aircraft, pumps, compressors, generators, small repair equipment (eg, handsaws, lawnmowers, mowing equipment, etc.).

  This new engine offers the possibility of producing more efficient aircraft and ships. The compound engine including the reciprocating IC engine stage of the present invention is particularly suitable for hybrid electric drive systems for aircraft and ships. Reciprocating engines are much lighter than current units with comparable power and are therefore ideal for driving thrusters that produce thrust, such as propellers or impellers, with turbine stages that produce more thrust. is there. At present, almost all ships are ships whose hulls are underwater. Hydrofoil ships are known to be more efficient, but current heavy marine engines do not function well in the hull floating on the surface of the sea, and for large ships, hydrofoil columns cause problems related to drafting. Has occurred. Since the engine of the present invention is light, quiet, and free from vibration, it is easily applied to hydrofoil ships, and the shape of the hull and the configuration of the pillars of the present invention solve the conventional problems related to drafting. is there. Continuously variable transmissions (CVTs) are known that provide better fuel savings than conventional stepped transmissions. However, current CVTs are limited to low power applications. The transmission of the present invention is a CVT with no power limitation and is therefore very suitable for large vehicles, aircraft and ships.

[Summary of the Invention]
The present invention includes long-life commercial reciprocating internal combustion (IC) engines, pumps, and compressors that have high power density and do not cool anything at all. The main parts are generally composed of a ceramic material. One preferred configuration includes a reciprocating component located between two toroidal working chambers in the cylinder. The cylinder is surrounded by a discharge processing volume, and the supply air moves through the inside of the reciprocating component. The main objective is to substantially improve efficiency and reduce CO2 emissions. In most embodiments, the number of moving parts per cylinder and the number of cylinders required for the desired output is greatly reduced. A further object is to increase the power-to-weight ratio and power-to-volume ratio many times to make the reciprocating IC engine quieter and less oscillating. In many embodiments, all of these major components are constructed from a ceramic material. The present invention further includes providing power to another engine, such as a turbine engine, steam engine, or Stirling engine, using high temperature and possibly high pressure exhaust from such an uncooled engine. A novel piston, cylinder, and cylinder head configuration is disclosed. These configurations form the basis for improved pumps and compressors. The present invention further includes adapting current designs to achieve an engine that always operates at substantially the highest intended temperature. The present invention further includes all types of vehicles, aircraft, and ships adapted for use with the engine of the present invention. The present invention further includes a hydrofoil vessel. The present invention further includes a continuously variable transmission. The claims enumerate many individual inventive steps.

[Definition]
Here, drawings and embodiments will be described. These are always examples and / or illustrate the principles of the present invention. Here, all the drawings show selected embodiments of the present invention, and are shown as a means for enabling a proper understanding of the present invention. The invention may be implemented in any suitable and effective manner, including those not described herein or not shown. For example, any type of piston or valve may be used in an uncooled engine and the components of these engines may be combined in any manner. It is emphasized that the various features and embodiments of the invention may be used in any suitable combination or configuration. Further, each feature of the overall disclosure is considered to include each independent invention. If desired, two or more individual inventions may be combined, combined or integrated in any way. For example, the transmission of the present invention may be connected to the present invention.

  Throughout this disclosure, the expression “engine block” or “block” may mean what is known in the term of a conventional electric motor as either an engine block and / or a cylinder head block. By the term “uncooled” is meant an engine or pump or compressor that does not have a mechanism for the transfer of heat from the combustion or working chamber to the outside air. Such mechanisms typically include water jackets, pumps, heatsinks and fans, or include metal cooling fins or fans that direct air above the cooling surface. An uncooled engine may have some form of charge air cooling. Here, the temperature of the charge air is reduced before it enters the combustion chamber or working chamber. Although the features of uncooled engines have been described primarily in the context of internal combustion engines, these engines can be applied to any type of combustion engine, including, for example, Stirling engines and steam engines, and where appropriate. Suitable for and adaptable to any kind of compressor or pump or turbine engine. Features related to heat exchangers can be realized in any type of engine, including conventional cooled engines. The term “engine” is used in its broadest possible sense and is meant to include pumps and / or compressors where appropriate. The present disclosure mainly relates to a piston that reciprocates in a cylinder to define a fluid working chamber. Generally, pistons are described as being powered by fluid expansion and driving several devices and mechanisms. As appropriate, the piston can be driven by several devices or mechanisms to pressurize or pump fluid as well. These chambers are often called combustion chambers. Whatever the configuration disclosed, it is applicable to pumps and / or compressors, and the chambers described for combustion may be pressurized chambers and / or pump chambers. Where the term “working chamber” or “fluid working chamber” is used, it refers to a chamber that may be a combustion chamber, a pump chamber, or a pressurized chamber. As used herein, the term fluid is used to mean any suitable substance, including fuel. In embodiments or applications where the chamber is not a combustion chamber, where the term “fuel” is used in connection with a combustion chamber or toroidal working chamber chamber, the “fuel” may be any suitable fluid. The term “partial vacuum” means any degree of vacuum. This is because in the embodiments disclosed herein, a full vacuum is not actually available. In the embodiment described by way of example, the parts are variously described as being bolted, joined, or fused. The various components and parts of the present invention may be attached to each other or secured together by any conventional means. Any conventional means includes those mentioned in the description of the embodiments. In this disclosure, generally like-numbered parts have similar characteristics and / or functions. All figures are intended to illustrate the features of the present invention and are schematic. The parts are shown in particular without being reduced / expanded with respect to each other. Where the phrase “as disclosed herein” is used, it is disclosed elsewhere in the entire literature, including all claims and all drawings, including the claims. It means that

  In the following specification and claims, the term “filament material” refers to an interconnected material or part of adjacent or adjacent material when placed in any type of housing or box. It is defined as part of the material that allows the fluids to pass between them, induces turbulence, and mixes with each other by changing the direction in which some of the fluids move. The expression interconnected or adjacent or close is not only in a general or continuous manner, biting or matching each other, but intermittently (although not necessarily in contact), It means that they bite each other or fit each other. The above definitions apply as a whole to both the material in the housing or the box, and also apply to a part of the material in any fluid treatment volume or part of such a fluid treatment volume. The term “ceramic” refers to a sintered, fired, or pressed non-metallic material, which is generally a mineral. That is, ceramic in the broadest sense encompasses materials such as glass, glass ceramic, shrunk or recrystallized glass or ceramic, etc., regardless of whether other materials are present as admixtures or reinforcements. Refers to a material or matrix material. The term “wick” is used herein to indicate what allows fluid movement by any means. This “wick” includes porous and water permeable materials, as well as materials that passively transport fluid by capillary action or other means, such as true wick. “Elastomer”, “compressible”, “sex”, “capacity variable”, “flexible”, “bend”, and all other expressions showing dimensional changes are intended It is meant to be a measurable change, not a temperature change or a relatively small dimensional change due to loading a solid or structure. By “motor / generator” is meant an electrical device that can be a motor or a generator, or a device that can function as both in various cases. "Ring valve" means a movable ring-shaped member that is generally substantially flush with the surrounding or central surface. When actuated, the valve protrudes from any of the surrounding central surfaces, allowing fluid or other material to flow through the outer and inner perimeters of the ring. “Stoichiometric” when used in reference to an air / fuel mixture in a combustion engine, the carbon mixes with the total oxygen in the charge air under optimal conditions, leaving no carbon or oxygen in the exhaust, It means the amount of fuel. With respect to a member “peripherally attached” to the second member, this is intended to mean that the first member is physically associated in some way with the second member. . This expression includes being mounted in, attached to, and attached to the second member, and connected to the second member. The action includes being done by some intermediary means such as a strut. The term “vehicle” is intended to include all types of ground vehicles. This ground vehicle includes motorcycles, tricycles, passenger cars, trucks of all sizes, buses, all kinds of mining and industrial vehicles, rail cars, rail cars, tanks, and all kinds of unmanned vehicles. The term “computer” refers to any assembly of physical members capable of processing data when power is provided. A computer program is an arbitrary set of instructions that can process data in a predetermined manner. In the following description, abbreviations are used. For example, “rpm” and “rpm” are “rpm” and “rps”, respectively, and “bottom dead center / top dead center” is “BDC / TDC”. And “internal combustion engine” are described as “IC”.

DESCRIPTION OF THE INVENTION
Here, an uncooled engine will be described first, and then disclosed regarding controlled exhaust control, aircraft, ships, continuously variable transmissions, and means for removing CO2 emissions from exhaust gas. And finally, a cooled engine that always operates at or near the intended maximum temperature will be described.

  An important objective of the present invention is an engine that has a large power-to-weight ratio and power-to-volume ratio that is substantially more efficient and that emits less CO2 and other emissions than the current equivalent unit. It is to provide. This objective is achieved by the following four main measures. (1) reconfiguring parts associated with a single piston / cylinder into a smaller and simpler configuration; (2) reducing the number of piston / cylinder assemblies required in many applications. (3) substantially reducing the reciprocating mass, thereby reducing the size and mass of the main structural components; (4) virtually eliminating heat loss from the system and thereby the temperature during combustion Is to increase the efficiency. A further object is to improve the transmission and improve the system using the engine and transmission. Such systems include all types of vehicles, ships, aircraft, power generation sets and pumping sets.

  Conventional cooling in the engine to raise the ambient temperature in the combustion chamber, increase calorie efficiency, and eliminate the dissipation of thermal energy (part of fuel energy) through common heat dissipation and cooling systems It is proposed to completely remove This conventional cooling is intended for continuous operation and long service life, i.e. the heat dissipated from the walls of the combustion chamber is pumped through the engine block jacket to the heat exchanger Or by cooling fins and a blower usually associated with it. The aim is to construct an engine, optionally housed in an adiabatic enclosure, that operates continuously in an uncooled state. In further or additional embodiments, any type of engine or pump or mechanism may be mounted within an insulating casing or insulating enclosure. Such engines are suitable for all applications including ground vehicles, ships, aircraft, trains, power generation, and pumping. The features of the reciprocating internal combustion (IC) uncooled engine disclosed herein are applicable to engines operating on Rankine or Stirling engine cycles where appropriate, or internal combustion engines or turbines. It is also applicable to steam engines. As described in the introduction, the engine can be operated under the widest range of operating modes at temperatures close to the maximum temperature at which it is intended to operate, increasing efficiency and fuel savings, and reducing CO2 emissions. This is an important object of the present invention. This is relatively easy to do with an uncooled, insulated engine.

  The uncooled engine of the present invention has no coolant and associated devices and does not require metal cooling fins. The engine has components constructed from any material suitable for the environment used at the engine location and found at the engine location. In selected embodiments, heat loss is substantially reduced by constructing the engine / cylinder / piston component from a material that is at least partially thermally insulating. The combustion chamber components may be constructed from high temperature alloys and / or ceramic materials. Many of these materials retain their structural strength at high temperatures. Ceramics are generally harder than metals and have higher wear resistance, and are more powerful when reinforced. According to current technology, it is feasible to construct substantially all parts of an IC engine from ceramic materials. These parts include such materials in main bearings, connecting rods and the like. It is possible to provide an uncooled engine inside a housing or casing made of heat insulating material to further limit heat loss due to heat dissipation. By eliminating cooling, the temperature equilibrium in the different parts and in the fluid adjacent to the parts is significantly increased to a new higher temperature equilibrium. At this time, thermal energy that is not dissipated by the general heat dissipation of the cooling system or engine parts is converted into further work on the piston. This is partly because more energy may be available for conversion at this time, and partly because of the intake air supply (the temperature of the outside air is virtually constant) and this This is because the efficiency is improved because the temperature difference between the combustion temperature and the combustion temperature may be large. The exhaust gas becomes hotter and therefore contains more energy and it is feasible to add an exhaust gas energy recovery system. Such systems include the addition of a turbocharger, a second engine cycle (eg, a steam cycle) that creates a hybrid engine, or the direct recovery of energy using thermoelectric or thermochemical techniques.

  A novel embodiment of a combustion engine, pump, and compressor is disclosed herein. In order to simplify the description and illustration, and to provide a clearer understanding of the inventive step, generally only new and distinctive features are described, and descriptions of known common parts are omitted. In the combustion engines disclosed herein, all combustion engines have an air supply system, a device that supplies fuel into individual combustion chambers, and optionally purifies exhaust gas in some way and / or its composition. It has parts such as an exhaust system to be changed. In almost all applications, providing an exhaust system is not optional and is mandated by law. All combustion engines are connected to the fuel container or fuel tank by the main fuel supply line to the individual combustion chamber fuel delivery device or fuel delivery distribution device and to the individual combustion chamber fuel distribution device by the auxiliary fuel line Is done. The fuel supply to the engine is regulated by a suitable device capable of changing the fuel flow rate and / or charge gas flow rate to change the engine operating speed. This device, also referred to below as the throttle, may be incorporated in other mechanisms such as diesel fuel distribution and injection pressure wave generating pumps. The throttle can be operated manually or automatically, or can be operated by combining manual or automatic separately or simultaneously. The fuel delivery supply chain from the fuel tank to the individual combustion chamber fuel delivery devices shall include at least one configuration for delivering the fuel under some pressure. This configuration is hereinafter referred to as a fuel pressurization configuration. For example, in the case of a liquid or powdered solid, such a configuration includes a fuel pump. For example, in the case of gas, such a configuration may include loading a gaseous fuel pump and / or tank with the gaseous fuel pre-pressurized. For this reason, the gas is stored and held in the tank in a pressurized state. Optionally and preferably, particularly in the case of liquid fuel, a fuel filter for preventing solids or other impurities from reaching the individual combustion chamber fuel delivery device is connected from this fuel tank to the individual combustion chamber fuel delivery device. Located somewhere in the supply chain. Such pumps and / or compressors when the disclosure and apparatus described herein are used to pump a gas, liquid, or powdered solid, or are used to pressurize a gas. Has a working substance inlet, a working substance outlet, and optionally one or more measuring devices. This measuring device is for measuring the flow rate of the substance passing through at least one point and / or the pressure of the substance and / or the temperature of the substance. Optionally, these pumps and / or compressors have one or more valves for regulating the material flow rate. In an important embodiment of the reciprocating or rotary engine, pump or compressor disclosed herein, at least some of the following variable parameters are set by manual operation and / or by a computer program: Alternatively, it can be determined by a combination thereof. When combining a manual operation and a computer program, these may be executed separately or simultaneously. Variable parameters are: engine speed, amount and / or timing of fuel supplied, temperature and / or pressure of fuel supplied, temperature and / or pressure of incoming charge gas, any valve The timing and / or degree of opening and closing, the amount and degree of fuel and / or charge gas to heat the low temperature at the start, the timing and degree of change of exhaust gas recirculation (EGR), the low temperature at the start The degree of exhaust gas flow restriction, the temperature and / or pressure of any lubricating fluid. Any computer program is loaded into one or more computers and provides a modified electrical circuit for directly or indirectly changing decision controls and / or parameters by any suitable means Receive in some cases. Such determination, control, and / or modification may be done by any means, such as the use of solenoids, the use of servo motors, and / or the pressure liquid with a hydraulic motor or pump in one or more drive mechanisms. Includes use. These computers are mounted on or in the outer board of the engine, or any suitable location somewhere. The computer optionally receives electrical or electronic signals from one or more sensors or measuring devices and the computer program is intended to process data from the one or more sensors or measuring devices. Yes. This measuring device measures at least one or more of the following items. These items include the speed of movement, the temperature and / or pressure of the outside air, the temperature and / or pressure of the fuel supply, the engine speed and / or load, if any, one or more of any engine Temperature and / or pressure in the part, pressure and / or temperature of any lubricating fluid, composition of exhaust gas components, tilt angle from engine level, percentage of fuel used, fuel used and / or remaining The amount of fuel.

In selected embodiments, the movable part is composed of the same structure and type of metal as the embodiment including the current exhaust valve. Suitable metals include high temperature alloys and stainless steel. Alternatively, some or all of the moving parts may be constructed from ceramic materials that are constructed and assembled broadly similar to current engine structures. FIG. 1 is a schematic cross-sectional view showing an uncooled engine as an example. This uncooled engine includes a ceramic engine block 400, a ceramic cylinder head 401, at least one camshaft 402, at least one valve 403, an exhaust port schematically shown in a broken line outline of intake ports 404 and 404a, a cam cover 405 ( An oil sump cover 406, a fluid delivery device 407 or 407a (here a direct injection assembly), a crankshaft 408, a connecting rod 409, a piston 410, and a combustion chamber 411. The engine block, head, and sump cover are shown as being constructed from a monolithic ceramic. In one selected embodiment, the ceramic material has significant thermal insulation. Alternatively, these one or more structures may comprise, for example, a composite structure in which a ceramic inner portion is mounted within a metal outer casing. These materials are separated by a compressible intermediate layer, such as a ceramic mat. In one selected embodiment, the composite structure includes a layer of thermal insulation. Composite structure similar is shown in an exhaust reactor of FIG. 183 through FIG 187. In a purely schematic illustration, a fuel supply and / or tank 54 is shown. The fuel supply device and / or the tank 54 is disposed at any conventional position depending on the situation, and is connected to a fuel pump 52 attached to the conventional position by a low pressure fuel line 53. . The fuel pump 52 is connected to the pressure wave induction fuel pump 58 by a slightly high pressure fuel line 53a. The pressure wave inducing fuel pump 58 is connected by a high pressure fuel line 56 to a fuel delivery device 56, such as an injector, located at a conventional location. Optionally, a fuel filter indicated by a broken line 57 is incorporated in the pumping pump. In the purely schematic illustration, a computer with a computer program installed at any conventional location is shown at 61, which optionally includes from 63 sensors or measuring devices. Electronic information is supplied and electronically driven information is provided from a human operator via, for example, a throttle pedal. The position of the electronically driven information is recorded electronically. The computer optionally receives the electrical signal and transmits the electrical signal to an electrical / electronic component or hydraulically actuated component of the fuel delivery assembly, such as a solenoid, servo motor, or hydraulic motor or pump, or any other drive mechanism Send to. The other optional drive mechanisms adjust any parameters that govern engine operation, including the amount and / or timing of fuel delivered to the engine.

All the movable parts may be made of metal, or some or all of the movable parts may be made of a ceramic material. In this disclosure, an “engine block” or “block” generally refers to a structure that surrounds a piston and a combustion chamber, including what is today called a cylinder block. In the case of a metal cylinder block or head, these valves are constructed of metal and any port may have a ceramic lining. This will be disclosed below. Additionally or alternatively, these valves may be constructed from a ceramic material. In general, ceramics are not as plastic as metals and are not resistant to certain types of impacts. In order to reduce the impact load of the valve returning to the valve seat, an elastomer part that partially functions as a cushioning material may be introduced into the valve closure. For example, when the elastomeric materials require regular circulation, the details of the seat of the ports are shown in Figure 2. Here, the valve 403 sits against a compressible seal 412 and is optionally lubricated from a passage 413 in the cylinder head block 401. FIG. 3 shows another detail. In this figure, the valve 403 is seated against a ring 414 slidably mounted in a groove 415, which is optionally lubricated from a passage 413 between the ring and the bottom surface 416 of the groove. A compressible cushion 417. This compressible cushion 417 directs the ring slightly outward when the valve is lifted. If desired, a compressible material can be successfully applied to the bottom surface of the groove and / or the ring member to prevent the bottom surface of the groove and / or the ring member from leaving the groove. . The compressible member may be composed of any suitable material, including ceramic fibers or ceramic mats. The parts 412 and 417 may be designed so that the lubricant can be ejected to the valve seat between the valve 403 and the parts 412 and 414. Any suitable lubricant may be contained in the storage container. The storage container may be installed anywhere in the engine system and may be connected to the passage 413. If it is not necessary to supply a fluid for lubrication, the passage 413 may be omitted. Additionally or alternatively, any of the parts 412, 414, and 416 may be coated with or impregnated with a material having a frictional or lubricating effect. The piston may be made of a metal containing a heat-resistant alloy such as nickel chrome, or may be made of a ceramic material among several other non-metallic materials. The piston may have a ceramic piston ring, particularly when reciprocating in a ceramic block or cylinder liner. A finning 410a, optionally provided at the bottom of the piston in FIG. 1 , can transfer heat to the crank volume 408a. Lubrication between the piston and cylinder will be done by any suitable material as described elsewhere herein. If the lubricant is, for example, to facilitate the removal of the ceramic particles mentioned above, which damages the surface of the soft metal bearing, the metal that is this soft material by wear with a metal piston ring. It is possible to ensure that the powder is produced. A metal piston ring may be used between the ceramic piston and the ceramic cylinder to prevent metal wear and the resulting particles from scratching the ceramic surface. The gasket between the ceramic parts may be composed of a ceramic such as alumina or asbestos fibers or mats.

Uncooled engines will be significantly lighter than current units. In particular, if the part is lightweight, the part is a high alumina content ceramic. In these and other embodiments herein, the elimination of a cooling system that includes a fluid will result in a significant reduction in cost, weight and volume, and the uncooled engine may be used in vehicles, ships and aircraft, and When used in industrial or household equipment, it will also contribute further to fuel savings. As will be shown below, the selected embodiment allows the engine to run much faster than the current unit and has a configuration that further improves the power to weight ratio and the power to volume ratio. The configuration of the engine block, which is at least partially made of insulation and optionally houses the engine in a housing of insulation and / or sound insulation, will significantly reduce noise and vibration. As a result, provide further social benefits. Insulated engine casings or blocks will significantly reduce the heat stored “under-the-hood” in automotive and nautical applications. The uncooled engine can be configured by any method. For example, when using parts such as ceramic, manufacturing in large pieces will be relatively more difficult and expensive than manufacturing in smaller pieces. As such, the engine is preferably made up of smaller units that are incorporated into the engine's configuration. As an example, the front view of FIG. 4 shows an engine composed of a plurality of components 930, formed in a plurality of combustion chambers indicated by dashed lines 931, and joined together by bolts 932 loaded with tension. Appropriate gaskets can be placed between the parts. The part includes a part made of ceramic fiber or ceramic mat. With regard to some pressure that can occur on the cylinder and head element in the high pressure environment of the combustion chamber, for example during engine assembly, if they are at least partially pre-pressed in a compressed state, the tensile stress requirements of the parts It is clear that stress requirements can be reduced. As described above, in the compressed state of the assembly part, pressurizing and applying a load in advance will be described elsewhere. Initially, the expansion force will balance the load on the part before the material is pressured to the design tension limit. For example, the entire piston / rod assembly can be pre-pressurized in a compressed state by a central connection, as will be more fully disclosed later. If air passages and ventilators are provided around the pre-pressurized configuration, metal bolts can be provided inside the hot ceramic piston / rod assembly. Prior consideration has shown that the range of currently commercially available ceramic materials has sufficient strength to be used to construct the parts of the present invention and allows a general technical safety margin. Yes.

In selected embodiments, there are two coaxial chambers actuated by one piston. The two chambers function equally well as the pump, compressor or combustion chamber of a reciprocating IC engine. Alternatively, the two chambers have different functions. For example, one functions as a compressor and the other functions as a combustion chamber, or one functions as a combustion chamber and the other functions as a steam expansion chamber. As an example, FIG. 5 schematically illustrates one form of engine having two head structures that characterize a lower combustion chamber 933a and an upper steam expansion chamber 938a. Here, the two head structures include a lower head 933 for intake air at port 934 and exhaust air at port 935 for the internal combustion engine. These gas flows are indicated by broken lines. Upper head 938 has an intake port 936 and an extraction port 937 for the steam cycle. The fluid flow is indicated by a solid line. In assembly, the engine is assembled around the “T” shaped piston 939 and cylindrical wall 940 common to the two chambers using spacers or placement blocks 942 and tension bolts 943. Cylindrical wall 940 has a seal or gasket at 941. Poppet valve 944 and cam assembly 945 are shown schematically in a valve gear enclosure 405 that optionally includes a cam cover with thermal insulation (entire 405a). These poppet valves 944 and cam assemblies 945 are provided to regulate fluid flow to the upper and lower working chambers as needed. The crank chamber (the entire 406a, including heat insulation as necessary) surrounds the crank chamber 406 that houses the crankshaft 408 and the connecting rod 409 connected to the piston 939 at the rotation center 939a. Further, an optional heat insulating material 942a is applied to the spacer block 942. A sleeve and / or lubrication device 941a may provide a piston trunk passage through the lower head 933. Alternatively, as disclosed later in this specification, the piston operates the crank by a mechanism that includes a scotch yoke. For example, in the form of a steam heater or water heater, a heat transport system, schematically indicated by arrow 962, is disposed between ports 937 and 934 and utilizes the exhaust gas for thermal energy to generate steam. . Optionally, the cooling steam passes through the upper working chamber at 937 and then at 934 to generate power as schematically indicated by arrow 962a for transport to all or a portion of the combustion chamber charge that draws some heat. Pass through the machine system. If desired, as shown on the right side, the spacer block may be separated from the cylinder by a trapped gas volume 940a to provide additional insulation. If desired, as shown on the left side, the spacer block may be separated from the cylinder by an exhaust gas treatment volume 940b as disclosed elsewhere herein. In other embodiments, supply air is supplied through the crankcase as shown at 934a and / or accessory equipment such as an oil pump and / or fuel delivery system is located in the crankcase as shown at 406b. take in. In another embodiment, the two cylinder head structure is used in an engine with piston movement at both ends in internal combustion engine mode. In a further embodiment, all or a portion of the fuel supply system, and / or at least part of the electronic control of engine operating parameters is schematically disclosed in Fig 1 is applied to the engine of FIG. In another embodiment, FIG. 6 shows a similar combustion chamber / piston assembly and combustion chamber / piston assembly of FIG. 5, the assembly includes a hollow mushroom-shaped piston having the appearance of a different domed and 5 It has. The piston goes back and forth between ceramic heads 960 and 972, which are separated by a spacer block 942 that includes a cylindrical hole 942b. The upper head 960 has a ball valve 961 similar to a ball valve to be described later, and the lower head 972 has a conventional poppet valve 944. On the left side is shown how the valve stem 970 reciprocates within the metal guide 971. Optionally, between the guide and the head is a thin sleeve 971a made of a compressible and stretchable material, such as a fibrous ceramic mat. When the head is much hotter than the guide and sleeve, the guide is attached to the block by the sleeve. When the head is equal to the ambient temperature, it will be securely attached as when the engine is cold. When the head is warm, the guide will result in a more secure attachment to the head.

As an example, FIG. 7 shows a means for aligning a mechanical assembly 946 made of any material with a block or engine portion 947 made of a thermal insulation material such as ceramic. A metal bolt 948 having a load distribution head 949 passes through a hole 947a in the component 947 and optionally is separated from the component 947 by a compressible intermediate layer 950a (eg, made of fibrous ceramic). If the bolt has a higher expansion rate than the part 947, a strong spring 951 and washer 952 may be provided. Thereby, even if the expansion rate of the bolt and the block is different, the contact between the assembly 946 and the block 947 can be maintained at a constant pressure. The washer may be separated from the part by a second washer 950 made of a compressible material. As an example, FIG. 8 illustrates a conventional method of securing a threaded metal bolt 501 to a ceramic head or other component 401. Here, a conventional metal insert 502 having an approximate sinusoidal cutting surface 503 with internal and external threading includes a recess 508 in the head or component 401 (including its surface 504 if necessary). Embedded in the same plane). The recess has a female threading 505 on the inside of the path that substantially corresponds to the threading 503. In selected embodiments, there is a space between threads and is occupied by either compressible material 506 and / or substance 507 injected into a recess 508 for securing the insert 502. The compressible material may be ceramic powder mixed with air, ceramic fiber or ceramic mat. The substance 507 may be an adhesive that is used in a liquid form and is cured, or a molten material such as a metal that solidifies upon cooling. In the case of metal, it should preferably be slightly soft or more compressible than either the insert 502 or the component 401. Alternatively, the space in the recess between the insert and the part may reignite to a temperature slightly below the melting temperature of the insert so that the ceramic and metal powder or slurry mixture and the mixture can solidify. It may be filled by a heated assembly. The metal in the mixture tends to make the mixture somewhat softer and more plastic than the surrounding ceramic and can absorb the loads caused by different expansions during heating. If the assembly is constrained to a heating / cooling cycle and the thermal expansion coefficient of the insert is higher than that of the part 401, either the substance 502 or the material 506 will be slightly compressed when the assembly is hot. . The “threaded” path of the insert 502 and recess 508 has a cross-section consisting of steps 509 that are gradually rounded without any acute angle or change in the reference step, and these steps can be any arbitrary associated with the bolt 501. Supports vertical load 510. As shown here, if the gap between the insertion portion and the recess is relatively large, “threading” may not be necessary, and the circumferential protrusion and recess in the recess 508 and on the insertion portion 502 It may be replaced with a pair. As described above, the insert 502 can now be placed in the recess 508 without rotating as required for smaller gaps and threading. In accordance with other techniques, including those described above and those disclosed later, the engine can be partially constructed from metal, partially from ceramic, and partially from insulation.

The ceramic engine block structure / cylinder structure / cylinder head structure leads to the introduction of several useful features. The passages and chambers for transporting substances such as fuel, air, steam, water, etc., may be at a distance of the passage from the fuel volume, possibly embodying the principles outlined elsewhere herein. Accordingly, it can be incorporated inside the block in a manner that ensures a transmission of the material at the desired temperature and / or pressure. For example, the fuel delivery gallery can be installed in a cylinder head or similar part made of ceramic or other material, near the combustion chamber facing the warm part of the part. As such, the fuel may be heated to some extent before being transported into the combustion chamber. Alternatively or additionally, the electronic circuit can be incorporated into the body of the block, since the ceramic can be an electrical insulator. The circuit generates sparks without the need for a conventional plug, so if such sparks are needed, they may be connected to electrodes or tips (eg made of carbon) in the cylinder head. Here, the circuit may be connected to an electric fuel injector or other device if there is no need for external wiring. In order to provide a greater spark, a high voltage, for example, an arc discharge through the substantial dimension of the fuel volume, may be used. There is no risk of these large sparks contacting the metal block and shorting out. The circuit can be incorporated by pouring or stuffing molten fluid metal or other conductive material into the channel already formed in the manufactured ceramic block or head. That is, it can be incorporated by refilling or reheating the ceramic with the conductive material assembly filling the passages with a powdered conductive material and having a conductive material assembly. FIG. 9 shows an example of an electric fuel injector 477 (shown with diagonal lines) that partially characterizes the combustion chamber 493. The electric fuel injector 477 has a solenoid portion 487 and a fuel delivery portion 488 incorporated in the recess 478, which is located inside a ceramic cylinder head or similar component 401. The injector is bonded by any suitable fastener means. By way of example, the stop means here are a perforated strap 489, a bolt 490 and a compressible washer 491. The injector may be of any suitable type currently manufactured, including one of the places where the solenoid opens and closes the valve to supply high pressure fuel during injection. That is, the injector may be of the type in which the solenoid acts on the internal combustion chamber or the plunger in the container during transport to supply fuel to the reservoir at low pressure. The fuel supply gallery 479 communicates with the fuel heat securing chamber 480 (both are indicated by broken lines) and also communicates with the fuel intake or, optionally, the annular gallery 481 in the injector, and a compressible seal 482. Located in. The dimensions of the chamber 480 and the proximity of the chamber 480 to the combustion chamber 493 determine the extent to which the fuel is preheated before injection. A similar gallery or port may be provided at 483 for backflowing fuel (indicated by the dashed line at 492). The part has an electronic circuit at 484, which is the end of the contact area 486, and the electronic circuit is molded or incorporated into the part 401. If electronic circuitry is incorporated, they are connected to a connector 485 on the injector 277 to power a solenoid installed in the area 487 bordered by the dashed line 487a. In selected embodiments, when the injector is attached to the head, an annular volume 494 is formed that can be provided by a cooling gas, such as air, through a passage 495 indicated by a dashed line. The injector solenoid windings may be mounted so that the windings are wholly or partially exposed to the cooling fluid.

A combination of compound engines whose outputs are connected in several ways is known as a compound engine. Generally, in a hybrid engine, exhaust gas energy from an internal combustion engine is used to drive one or more other engines. It allows the work by the first engine to be shared jointly by mechanical connection, ie by partial fusion of two engine cycles that generate work on a common part such as one or more pistons or crankshafts. Also good. Such other engines may be performed in any cycle, such as a steam cycle, a Stirling cycle or a turbine cycle. Alternatively, heat from the exhaust gas can be used to generate electricity directly using thermoelectric exchange technology. Whether the exhaust reactor assembly is mounted on the internal combustion engine or inside the internal combustion engine, ie, either inside or outside the exhaust passage or pipe, the exhaust gas transport volume is It may be integrated into the heat exchanger volume, whether related or uncooled. Thereby, the heat of exhaust gas can be used for some other functions. In vehicles, aircraft or ships, the heat of exhaust gas can be used to warm passengers. Alternatively or additionally, the thermal energy of the exhaust gas that has passed through the heat exchanger may be used to obtain further work, for example by driving a steam engine or Stirling engine, or the thermal energy may be It may be communicated to a heat storage device or energy storage system. Fluids available to the heat exchanger to transfer thermal energy include air, other gases, liquid water, or water as vapor or heated vapor, or other liquid. FIG. 10 schematically illustrates one possible structure. Here, the engine block 418 having the exhaust port 419 exhausts the hot exhaust gas 420 through the bladed member 421. The member 421 has a hollow passage indicated by a dotted line at 422, and communicates with the lower connection passage 423 and the upper connection passage 424. The lower connection passage 423 and the upper connection passage 424 are formed in the discharge control reaction housing 425, and are connected to the fluid receiving means 426 and the fluid extraction means 427, respectively. Such a heat exchanger may be made of any material having high conductivity. Examples of the material include ceramics such as silicon nitride or metals such as nickel alloys, and the materials may be included so long as they have a catalytic effect. As will be described below, the heat exchanger can in fact be a component of the filament material. Alternatively, the heat exchanger may be installed anywhere in the exhaust system of the IC engine, including downstream of the reaction assembly. If the heat exchanger was part of a mechanical power separation unit (e.g., a steam engine, Stirling engine or turbine engine, etc.) then the latter was directly or indirectly connected to the first unit, i.e. It can be coupled to the IC engine by direct drive. When IC engines are used in automotive applications, the power required to stop / start operation may not always match many permanent outputs, and the normal supply exhaust gas heat and available working fluid pressure It will be provided from the second power unit. Thus, the second unit may be connected to the first unit and / or connected to an energy storage device, such as a flywheel or a container containing gas under variable pressure, in the device. A toroidal working chamber may be added. The connection is made by any suitable means such as a drive shaft, a differential, etc. Shown schematically in FIG. 11 One example of such an embodiment. Here, 428 is an IC engine, 429 is a reactor / heat exchanger assembly, 430 is a second engine, 431 is a differential device, and 432 is a heat storage device. A drive shaft is provided at 433. Therefore, the flow of the toroidal working chamber from the second engine can be distributed to the first engine and the heat storage device as required by control of the differential or by other means. Optionally, one or more variable ratio transmissions are provided at any suitable location including the end of the drive shaft 433, as schematically indicated by the dashed line at 433a. The heat storage device may be connected to the first engine 428 by a passage 434 as necessary. The heat storage device may include a fan or other device that compresses a gas such as air. This causes the compressed gas to be stored in the associated container, shown as a dashed line at 432a, via the passage 432b (shown as a solid arrow). Discharging fluid to the first engine 428 via the passage 432c (shown in dashed lines) in a given mode of operation (eg, acceleration, etc.) can result in improved performance or fuel savings. If the heat storage device is a device used to compress the supply air in the container, the fuel system will be used because the compressed air is used to improve the performance of the IC engine during selected operating conditions. Can be designed to carry fuel. In this case, the transport of the fuel can be designed to maintain a substantially constant air / fuel mixture ratio, if desired, in proportion to the pressure of the supplied air and thus the mass.

Some of the hybrid engines with fluid from the accumulator or the second engine may be used to perform the exhaust and / or compression stroke of the first engine or have other pistons acting on the internal combustion engine cycle It may be used to operate such a piston. Thus, a composite engine is realized. As shown schematically in the cross-sectional view of FIG. 12 , when fluid needs to act on a piston common to IC engine systems (as if the piston is preferably a T-shaped structure), it is reinforced by a flange 451. The piston having the hole head 450 is connected to the hollow handle 452 and slidably attached to the cylinder 453 by a piston ring 453a and a bearing 454 which are notched to fit the piston flange. The piston is separated from the IC working combustion volume 455 and reciprocates in the working volume 456. The handle of the piston communicates with the crankshaft 457 by a large end bearing 458, a connecting rod 459 and a gasion pin 460 in accordance with a well-known convention. The valves and ports may be provided in any suitable manner, for example as disclosed herein. The fluid of the reciprocating system, such as steam, may be further cooled by going through another heat exchanger, for example by exchanging the heat with electrical or mechanical energy (heat will be released if expansion occurs). Will be done). As an example, FIG. 13 schematically shows a layout suitable for a combination of a reciprocating IC engine and a Stirling engine in a hybrid engine. Here, the Stirling part is shown in the upper part of “A”, and the reciprocating IC part is shown in the upper part of “B”. The supply air 521 enters the IC engine head 401 through the port 404, enters the combustion chamber 411 via the cam 402 and the valve 403 mechanism, enters the power piston 410 that reciprocates in the cylinder 400, and is connected to the crankshaft by the connecting rod 409. 408 is activated. Exhaust gas is exhausted through the port indicated by the dashed line at 404a and enters the exhaust gas reaction chamber 522, preferably entering the volume 525 in the Stirling engine from the direction 523 in the adiabatic passage 524. In the independent Stirling engine, the combustion chamber 525 burns fuel to pass through the heating tube 527 to produce hot air 526. In this embodiment, the hot exhaust gas 526 from the IC engine is heated to the heating tube 527. Go through. After heating the Stirling toroidal working chamber gas in the tube, the gas may be passed through an exhaust gas re-generation electric machine (referred to as an energy recovery system) 528 before being released to the atmosphere, if necessary. The heat recovered by the recurrent electric machine may be sent to the IC engine air intake recurrent electric machine 540 via a flow path indicated by a double line arrow 520 to heat the supply air as necessary. While preheating the IC engine air supply tends to improve overall synthesis efficiency, the IC engine work is slightly reduced because the intake of warmed air supply is less mass per unit volume. Decrease. The reduction in IC engine work can compensate for the uplift of an already functioning system by providing a supercharger or turbocharger that operates on electricity or exhaust, or by adding more chargers. The toroidal working chamber gas of the Stirling cycle is indicated by arrows 531 directed to both ends, and periodically reciprocates between the chamber 532 cooled by the heating tube 527, the Stirling recurrent electric machine 533, and the cooler 534, and the heating chamber 532a. To do. Stirling coolant flow through volume 534a is shown entering at 541 and exiting at 542. A diamond drive 535, typically used in some Stirling engines, connects a display laser piston 536 and a power piston 537, which are slidably mounted. The toroidal working chamber generated by the Stirling cycle is transferred to two counter-rotating gears or disks 538 by the diamond drive. If desired, these gears or disks may be connected to the IC engine crankshaft 408 by some mechanical means, in this embodiment at least one intermediate gear 539 to connect the IC engine crankshaft. 408 is connected. In a pure schematic, the fuel supply and / or tank 54 is located at any suitable location and is connected to a pumping pump 52 that is attached at any suitable location by a low pressure fuel line 53a. Similarly, the fuel supply and / or tank 54 is connected by a slightly high pressure fuel line 53b to a pressure wave with a fuel pump 58 installed at any suitable location, such as an injector 59 by a high pressure fuel line 56. Shown connected to a fuel delivery device. If necessary, a fuel filter is attached to the interior of the pump shown by dashed line 57. In a pure schematic, the computer shown at 61 is equipped with a computer program that can be installed in any suitable location, and if necessary, electronic information is transmitted from the sensor or measuring device at 63, if necessary. For example, electronic work information from the human operator 62 is given via a throttle pedal whose position is electronically recorded. The computer provides an electronic signal output 64 to the electrical or electronic components (such as solenoids) of the engine and / or fuel delivery assembly. This adjusts the amount and / or timing of fuel supplied to the engine. The structural assembly surrounding the heating chamber, cooling chamber, displacer piston, power piston and Stirling cooling system is shown as a single piece (indicated by hatched 543). In practice, it often consists of a set of parts held in an assembled state by a stop. If desired, at least one of these parts may be made of a ceramic material. The material may have low thermal conductivity and / or cooler 534 and / or heated transport tube 527 when in contact with the Stirling toroidal working chamber gas in the heating or cooling chamber. In the case of contact with the Stirling toroidal type working chamber gas in the heating and transporting region, etc., it may have high thermal conductivity.

The heat exchanger installed in the exhaust gas flow path of the IC engine may include a part of the turbine engine cycle as schematically shown in FIG. 14 as an example. The reciprocating IC engine 467 passes the exhaust gas 468 across the heat exchanger 470 to the reactor 469 to drive the fan 471. The fan 471 is connected to the power turbine compressor 473 by a shaft 472 and can generate heat for the turbine working fluid by passing the compressed turbine working fluid 474 through a passage 475 through the heat exchanger 470. The fan associated with the reactor may drive a compressor used for any suitable purpose, including supply of compressed fluid to the regenerator and supply of boost to the engine intake charge. . FIG. 15 shows a schematic arrangement of an onboard gas turbine engine associated with a reciprocating IC engine 900. In this aspect, the exhaust gas from engine 900 provides a means for partially or fully heating the gas of turbine engine 901, where the turbine toroidal working chamber gas passes in the direction of arrow 902 and enters the intake port. 903, low pressure stage 904, high pressure stage 905, heating stage 906, turbine stage 907 and discharge stage 908. The exhaust gas from the reciprocating IC engine is optionally discharged through 909 through one or more heat exchangers 909a installed on the stage 906. In an alternative embodiment, the reciprocating IC hot exhaust gas is discharged directly into the turbine flow, as shown by dashed line 910a. If the exhaust gas of the IC is at a lower pressure than the pressure in the high pressure stage 906, it may optionally be pre-compressed by the separation compressor 910. In another alternative embodiment, the reciprocating IC exhaust gas may be poured directly into the turbine at a low pressure stage, as shown schematically by dashed line 911a. A combination of both systems may be used and may be an auxiliary fuel combustion system at stage 906, as shown at 911. To provide a combined steam turbine and internal combustion engine, a schematic arrangement similar to the arrangement shown in FIG. 15 may be used. In the selected hybrid engine embodiment, the turbine combustor is removed and the IC exhaust enters directly into the turbine compressor. The turbine section of the compound engine may be a single stage or a plurality of stages.

As an example, FIG. 16 schematically illustrates a compound engine having a single stage turbine shown at the top of “A”. This single stage turbine is supplied with exhaust from a single cylinder or multiple cylinders reciprocating the IC engine shown at the top of "B". The IC engine may be configured in any manner, for example as disclosed herein, and may be cooled in a traditional manner, partially cooled, or totally cooled. It does not have to be. The outside air 553 passes through the air intake 552 and enters the IC engine 550 having a crankshaft rotating around the shaft 551. Fuel is supplied at 557 and is mixed with air and burned in the combustion chamber to generate work on the crankshaft 551. The IC engine exhaust gas 554 then passes through an exhaust treatment volume or reactor, or through other passages, and then through an optional filter 556 to a turbine receiving plenum at 558. The exhaust gas is then compressed by a turbine compressor 560 attached to the turbine shaft 561 for passage through a housing or passage 562 and directed by a stator blade 563 on the turbine blade 565 and the turbine blade 564 attached to the turbine shaft 561. become. The exhaust gas from the IC engine is then exhausted to the atmosphere at 559 by passing again through the housing or passage 562. In this embodiment, the contraction gear 566 transfers work to the turbine output shaft 567 directly connected to the crankshaft 551 and therefore transfers work from both parts of the compound engine. Alternatively, the turbine output shaft may be indirectly connected to the crankshaft by any means including a contraction gear, or not connected at all. Work from the turbine output shaft may be used to power a generator or any other system or engine, as shown schematically at 568. In any case, the turbine output shaft carries work from the crankshaft of the IC engine. In an alternative embodiment, a variable ratio gear is provided between the turbine shaft and the engine shaft, as indicated schematically by bracket 566a, and optionally an optional shaft drive assist system. In any case, the shaft 561 is connected to the crankshaft 551 of the IC engine and the work from that shaft drives a separate generator or any other system or engine, as shown schematically at 569 and 569a. May be used. Either generator 568 and / or generator 569 can additionally function as a starter motor. Optionally, with the heating energy transported through the passage shown by double line arrow 572 to heat the IC engine charge that is taken in as needed before the gas is released from the turbine enclosure. The gas may be passed from the discharge recurrent electric machine 570 to the air intake recurrent electric machine 571 of the IC engine. In selected embodiments, the fuel supplied only to the hybrid engine is the fuel delivered to the reciprocating IC engine at 557. In another embodiment, if the gas in the plenum 558 is not sufficiently heated, the combustion chamber is incorporated into the interior of the turbine housing and added to the turbine toroidal working chamber gas as indicated by the dashed line 573. Some additional fuel may be supplied to 574a to provide this heat. The separated fuel required for the turbine is much less than when outside air is taken in instead of the exhaust gas from the thermal reciprocating IC engine. After leaving the compressor 560, the exhaust gas from the uncooled IC engine can be very hot due to the additional work of compression, which can damage the stator blades or turbine blades. In this case, if necessary, outside air can be supplied to the turbine intake plenum 558 through the filter 556 via the intake port 574, the fan or blade 575, and the duct 576. In a pure schematic, fuel supply and / or tanks 54 are shown, both of which are conveniently arranged and connected by a low pressure fuel line 53a to a fuel pump 52 mounted in any suitable position, Similarly, it is connected to a pressure wave introducing fuel pump 58 disposed at any appropriate position by a slightly high pressure fuel line 53 b, and connected to a fuel delivery device such as an injector 59 by a high pressure fuel line 56. Optionally, the fuel filter is incorporated inside a pumping pump indicated by dashed line 57. In a pure schematic diagram, the computer shown at 61 is provided with a computer program that can be mounted in any suitable location, and if necessary, electronic information is transmitted from a sensor or measuring device at 63, for example the location. Electronic work information from the human operator 62 is provided via an electronically recorded throttle pedal. The computer provides an electronic signal output 64 to the electrical and electronic components (such as solenoids) of the engine and / or fuel delivery assembly. This adjusts the amount and / or timing of fuel supplied to the engine and sends a signal 65 to any part of the turbine. In an alternative embodiment, the outside air can be supplied anywhere downstream of the compressor comprising the combustion chamber 573, as schematically indicated by the dashed arrows. In further embodiments, the “too hot” exhaust gas crosses or passes through the heat exchanger with energy from the heat exchanger being used for any other purpose, such as heating, before being directed to the turbine. May be. In a further embodiment, the turbine compressor 560 may be removed by adjusting a reciprocating IC engine to provide exhaust gas at a pressure sufficient to power the turbine by the stator blades 563 and the turbine fan blades 564. Good. In the case of a four stroke engine, this is accomplished relatively easily by adjusting the exhaust port to open somewhat earlier than normal when the combustion chamber gas is at a higher pressure. This will be easy in the future for uncooled engines if the gas pressure and temperature can be more than twice that of today's traditional cooled engines. In a two-stroke engine, as disclosed later, a two-stage exhaust system can be provided to provide both high pressure exhaust gas for the turbine and low pressure exhaust gas to assist ventilation.

In another embodiment, a reciprocating engine of the present invention includes one of a compound engine having three or more stages, including any other stage, such as a turbine stage, a steam engine stage, and / or a Stirling engine stage. Form a stage. In a further embodiment, any of the hybrid engine stages having the reciprocating engine stages of the present invention are separated by any suitable device or mechanism, and in any event, any shaft of these stages is coaxial, mechanical Connected or identical. For example, the stages may be separated by an exhaust passage for heat exhaust, a starter motor, a transmission schematically illustrated in bracket 566a in FIG. 16 , and / or one or more of any type of exhaust treatment system. it can. The exhaust treatment system is provided for the removal of particulate matter, hydrocarbons, carbon monoxide, nitric oxide and / or carbon dioxide. In a further embodiment, any of the compound engine stages having the reciprocating engine stage of the present invention are separated by any variable ratio transmission, including any transmission disclosed herein. Among compound engines, rotating shafts of different stages tend to have different ranges of optimal rotational speeds, and when power is transferred between the stages, the transmission is driven between shafts rotating at different speeds. Can be used to communicate. In an important embodiment more fully disclosed elsewhere herein, the turbine engine stage is substantially removed from the reciprocating IC engine stage and optionally reciprocated by an insulated passage for hot high pressure exhaust gas. Connected to the IC engine stage. In another embodiment more fully disclosed elsewhere herein, a single reciprocating engine stage of a compound engine is supplying hot high pressure exhaust gas to two or more turbine engine stages; If necessary, it is installed relatively far from the reciprocating stage. To provide ideas of several possible layouts and structures, three embodiments are shown very schematically in FIGS. 17-19. Here, the flow of air is indicated by a solid arrow without a number, and the flow of exhaust gas is indicated by a dotted arrow without a number. 17, the reciprocating stage having the main power shaft 576 is coupled to the turbine stage 575 by the power shaft 577 via the transmission 578 connecting the shafts. The air for the reciprocating stage is taken in via the transmission to cool the stage as necessary. Hot high pressure exhaust gas is discharged from the reciprocating stage and enters the exhaust gas treatment system 579, for example, as disclosed herein. And in order to drive a turbine stage, exhaust gas is discharged | emitted from there through plenum 580 (another gas processing system is included as needed). Third, a bottoming type stage is added at 584 as needed. The bottoming stage may comprise a Stirling engine, a steam engine, a second turbine, or a device for converting thermal energy into electrical energy. Since the shaft is connected by the transmission, the power from the entire composite engine is removed at one place (here, 581). The compound motor in FIG. 18 is substantially the same as the compound motor in FIG. 17 , and a reciprocating stage 574 having a main power shaft 576 has a power shaft 577 through a transmission 578 to which the shaft is connected. It is connected to the turbine stage 575. The air for the reciprocating stage is taken in via the transmission to cool the stage as necessary. The hot high pressure exhaust gas is discharged from the reciprocating stage and enters the exhaust gas treatment system 579, for example as disclosed herein. Then, in order to drive the turbine stage, it is discharged from there through a plenum 580 (including another gas treatment system if necessary). The hot exhaust gas passes through the turbine stage and then passes through another exhaust treatment system 583 to a steam engine stage 584 having a main power shaft 586. The shaft 586 optionally rotates even slower than the shaft 577. As such, the second transmission 585 is installed between the turbine stage and the steam stage. The main transmission has a third shaft 582 connected to the other two shafts, which is provided as the main output shaft for the compound engine, with power at either end indicated at 581. Can be removed.

FIG. 19 shows the layout for a composite aircraft engine, with a standard aircraft motion direction indicated at 595. A reciprocating stage 574 having a main power shaft 576 is connected to a turbine stage 575 having a power shaft 577 via a transmission 578 connecting the shafts. The hot high pressure exhaust gas exits the reciprocating stage and enters the exhaust gas treatment system 579 as disclosed herein, for example. Propulsion is then generated at 590 by driving through the plenum 580 (including another air treatment system as needed) to drive the turbine stage. The reciprocating stage drives a propeller, only a portion of which is shown at 587, and generates propulsion at 589. A starter motor 597 is installed between the propeller and the reciprocating stage. Optionally, 597 is a motor generator that is not constant when the engine is not started or otherwise interlocked to provide power for the aircraft system. To provide air to the reciprocating stage at 592, to cool the transmission at 593, and to provide extra air and / or bypass air for the turbine stage at 594, the air scoop is at 591. Provided to cool the starting motor. Shaft 576 and shaft 577 are substantially coaxial but are not directly connected. Instead, as will be disclosed later in the specification, these shafts are connected to each other by means of a lay shaft 581 using the continuously changing basic form of the present invention. Each connection has two variable diameter rollers connected by an infinite belt 595, one on each shaft, each with a similar variation rate range. If connected in this manner, the range of variation is expanded to provide a wide speed range between the power shaft 576 and the power shaft 577. This can be useful in many situations. For example, at start-up, the turbine rpm is set to a low range compared to a reciprocating engine, so a slow-rotating turbine does not give any noticeable inertia addition in the starter. In either case, the reciprocating engine is cold and the initial exhaust gas is relatively cold and contains a small amount of energy to drive the turbine. When the engine is warmed, the turbine shaft speed is even faster compared to the shaft 576 speed. In other situations, if power is suddenly applied, there is a time lag before applying extra hot gas to the turbine, during which only the reciprocating stage rotational speed increases while the turbine shaft speed remains unchanged. It is. Also, the change in relative speed between axes is useful during certain operating modes, particularly during ascent, acceleration, deceleration, etc. in a variable pitch propeller.

  The features of the sections described above and below are just examples of the many ways in which an uncooled engine can be constructed. Any type of piston or valve may be used in an uncooled engine and the engine part may be assembled in any manner. The characteristics of the uncooled engine are mainly explained with respect to the internal combustion engine. Where appropriate, they can be applied to any type of engine, including, for example, steam engines and Stirling engines. Features associated with the heat exchanger may be implemented in any type of engine, such as a conventional cooling engine. Where appropriate, the features described herein may be applied to pumps or compressors. “Uncooled” refers to limited or uncooled engines, including engines that are partially cooled compared to common current production engine practice. It is emphasized that the various features and embodiments of the present invention may be used in any suitable combination or convention.

Selected embodiments of the un-cooled engine is shown schematically in Figure 20. The non-cooled engine includes a piston 1001 that reciprocates between two combustion chambers 1002. Each combustion chamber 1002 is located at each end of the cylinder 1003 and is closed by two heads 1004. The piston 1001 includes a crankshaft 1006 that extends outside the heads within a crank capacity indicated by a broken line 1275. The piston 1001 is connected to each crankshaft by each tension member 1007.

  In other embodiments, the crankshaft 1006 also functions as a camshaft for any purpose, including actuating each valve and / or actuating fuel delivery. For the charging, fuel and other fluids can be supplied to the combustion chambers under higher pressures and temperatures than usual in conventional engines.

  The cylinder is at least partially surrounded by an exhaust gas treatment volume 1008. The exhaust gas is guided to the exhaust gas processing volume by alternative paths at the positions of the broken lines 1005 and 1009.

  The charge intake into the combustion chamber is schematically indicated by the dashed-dotted arrows 1276a through the crankcase. The periphery of the engine is a casing 1010 that is thermally insulated. In this specification, the engine 10 functions as a structure including an exhaust gas treatment volume.

  The above structure can be used for gas fuels such as natural gas, liquid petroleum gas, and hydrogen, along with heavy oil fuels such as diesel and coal tar, other slurry fuels, or powdered fuels, from gasoline and similar light fuels. It is suitable for the 4-stroke and 2-stroke embodiments that consume.

  In the schematic illustration only, the fuel supply and / or tank 54 is located at any suitable location and is connected via a low pressure fuel line 53 to a fuel lift pump 52 located at any suitable location. . The fuel lift pump 52 is then connected to a fuel pump 58 that generates a pressure wave, located at a suitable arbitrary position, by a fuel line 53 that is slightly higher in pressure than the low pressure fuel line 53. The fuel pump 58 is connected to a fuel supply device such as an injector 56 via a high-pressure fuel line 56.

  If necessary, a fuel filter is incorporated in the lift pump as shown by the broken line 57. In the schematic illustration only, a computer program is provided and a computer arranged in a suitable arbitrary position is shown at position 61 and electronic information from each sensor or measuring device at position 63 is supplied as needed. And electronic drive information from a human operator 62 is provided, for example, by electronically recorded throttle pedal position. The computer outputs an electronic signal 64 to electronic and electrical equipment of a fuel supply assembly such as a solenoid that controls the amount and / or timing of fuel supplied to the engine.

In another embodiment, a gas suitable for a two-stroke engine is exhausted through each port from approximately the center of the cylinder. For example, in the two-cycle configuration schematically illustrated in FIG. 21 , the engine has a similar piston 1001, cylinder 1003, heads 1004, and tension links 1007. The charged charge air is actuated by a combined crankshaft / camshaft 1277 as needed via a crankcase 1275 and a valve 1276 and introduced into the fuel chamber 1288 by the function of the fuel injector 1278. The Exhaust gas existing in the fuel chamber is guided to the exhaust gas treatment volume 1290 in the peripheral portion via each port 1289.

The insulating portion 1010 is shown around the engine and crankcase of FIG. 21 , and may be provided between the head 1004 and the crankcase 1275, as shown at 1010a, as required. The engine fuel supply system and computer configuration of FIG. 20 are included in the engine of FIG. 21, and are shown as features having the same member numbers in this embodiment.

In yet another embodiment of a two-stroke or four-stroke engine, Figure 22, as an example, the tension members 1273, a piston / cylinder module 1271 that is linked to a single crankshaft 1272 schematically illustrates Yes. The tension member 1273 is stretched around each guide / each bearing / each roller and / or each wheel 1274.

  Any lubricant and / or bearing system of the engine can be employed, and if desired, gas or roller needle bearings may be used with water or other liquids, and if water is used, the engine Is preferably a ceramic material.

  In selected embodiments, the crank assembly is at some stage of the cycle at a pressure equivalent to the charge pressure of the pressurized inlet for a turbocharged, supercharged or pressurized charge engine. Any air bearing is preferably designed to be at least partially operable.

An important advantage of the layout of FIG. 21 is that no charge from another crankcase needs to be provided and processed through the crankcase 1275. Both the leaked gas and the lubricant gas are returned to the combustion chamber and introduced into the exhaust gas treatment volume set in advance from the combustion chamber.

  In any of the above drawings, the insulating portion is generally shown and described as a thermally insulating material. In any alternative embodiment, the thermal insulation material may be replaced, replaced, or augmented with a partially or nearly entirely contained vacuum to provide thermal and / or acoustic insulation. Can be done.

  In any of the embodiments described in the present disclosure, the direct or indirect link described above between a piston or piston / rod assembly and a crankshaft that is reciprocated by tension. Is made of any of a flexible material such as a wire or a cable, or a hard material including a rod instead of the material.

  In other embodiments, the rigid link material as described above, including the rod, is provided with a single end of a piston or piston / rod assembly that is substantially provided in compression and tension and is connected to a single crankshaft. It is.

In still other embodiments, each layout described above is modified so that a plurality of cylinder configurations including a flat arrangement are arranged. In FIG. 23 to FIG. 32 , the same member number is assigned to the same configuration. 22 to 40 are all schematic views, and each valve guide, each spring, the fuel supply unit, the exhaust gas system, and the like are not shown.

For example, FIG. 23 in a planar portion, FIG. 24 in a longitudinal portion, and FIG. 25 in a cross-sectional portion schematically illustrate five piston / cylinder modules 1271 with ten combustion chambers. In each combustion chamber, approximately two crankshafts 1006 are arranged in two crankcases 1275. Each crankshaft 1006 is connected at one end thereof to any transmission 1011 as described later, and is mechanically linked to each other by the transmission as necessary. Each crankshaft 1006 is connected to an auxiliary drive system 1269 such as a turbocharger at the other end. The crankshafts are linked to each other by a system 1012 as necessary or in place of the links.

  The space around each of the cylinders can be used as an exhaust gas treatment volume 1290 similar to that shown in FIG. The thermal insulation 1010 surrounds the engine and each crankcase, and if necessary, an additional thermal insulation provided at a position 1010a between each head portion of each module 1271 and each crankcase 1275. I have.

Other embodiments are shown in FIGS. 26 to 32 , for example. In FIGS. 26 through 32, in the same manner as described above, two combustion chambers, a piston / cylinder modules of, shown schematically at 1271, if necessary, thermally respective engine casing which is insulated 1010 Each crankshaft and its rotation axis are shown at 1271, each mechanical linkage 1012 for each of the plurality of crankshafts 1007 is shown, and each space for each auxiliary system 1269 is shown. Or each transmission is shown at 1011.

The arrangement of each system 1269 and each transmission 1011 can be exchanged with each other in FIGS. 23 to 31 , and may be arranged at other suitable positions instead of the above arrangement. The linkage 1007 is loaded in a state where tension is mainly generated. In other embodiments, the linkage 1007 is loaded mainly in a state where tension and compression force are generated, or loaded in a state where compression force is mainly generated.

In another configuration, two rows of 10 cylinder engines are shown, as schematically shown in FIG. 26 showing the longitudinal portion and FIG. 27 showing the cross-sectional portion. Any number of rows and cylinders can be combined between the two crankshafts.

If necessary, each tension member 1007 is extended to accommodate more rows. 28 and 29 , schematic cross sections of four engines with 18 cylinders and 36 combustion chambers are shown, and each tension and / or compression member 1013, 1014 is of unequal length. . In the embodiment of FIG. 29 , the outer pistons have a different stroke than the inner pistons as required.

In other embodiments, it is possible to employ more than two crankshafts. For example, FIG. 30 in the longitudinal section and FIG. 31 in the cross-sectional section schematically illustrate an engine with six rows of 42 cylinders and 84 combustion chambers.

Each configuration described above is most practical when the engines are uncooled or adiabatic, but instead the engines may be wholly or partially cooled. Please be careful. In selected embodiments, each link of the crank is connected to each rod loaded in both compression and tension, and a single crankshaft is used. For example, schematic FIG. 32 shows a combination of two rows of engines having at least one set of two combustion chamber cylinder modules 1271, a single crank / camshaft 1015, and two camshafts 1016, various valves An actuation rod and each exhaust gas treatment volume 1290 in the periphery are shown.

The supply of charge air is via both the crankcase 1275 and the valve actuation volume 1016a. Thermal insulation 1010 surrounds the engine, crankcase 1275, and valve actuation volume 1016a, and optionally between the head portion of each module 1271 and valve actuation volume 1016a, as required. An additional thermal insulation 1010a is provided between the head portion of the module 1271 and the crankcase 1275. In still other embodiments, all or a portion of schematically disclosed fuel supply system in Figure 20, and, at least part of the electronic control of the parameters of operation of the engine is, for each engine in FIGS. 21 to 32 Applies to both.

The engines of the present invention may operate in 2-stroke mode or 4-stroke mode. 33A and 33B , the basic configuration of the piston 1102 has combustion chambers at both ends, and reciprocates in the cylinder assembly 1103. The basic configuration of the piston 1102 is 4 It shows how it can be used for stroke and 2-stroke engines.

  The air supply phase is indicated at 1111, 1112 indicates compression, 1113 indicates expansion, and 1114 indicates exhaust. The moving direction of the piston is indicated by an arrow on the lower side of the part indicated by the number in the figure. In the case of a two-stroke engine, only the net load (output) is transmitted to the crank. 2 strokes operate more smoothly.

Each of the basic cylinder modules described above can be used to form a “ring” engine with internal space used for turbines or ramjets or other engines as needed, or a single rotating system May be combined to form a composite engine having For example, FIGS. 34 and 35, which are schematic partial views, show each of the three rings between the outer casing 401 and the inner casing 402. FIGS. 34 and 35 show four piston / cylinder modules 403 respectively linked by common crankshafts 404 and tension members 405. Each piston / cylinder module 403 at least partially supplies energy for the ramjet or turbine 407, indirectly or via heat exchangers as disclosed elsewhere herein.

  The ambient air flow is indicated at 410. The work from the reciprocating part of the engine, shown in zone 408, may be used to drive any engine or mechanism that drives the compressor of the turbine part. Or, as shown generally at 409, for example, to provide advancing force in the air, or when the engine is used as a marine drive system A fan, propeller or Archimedes screw may be driven.

  The piston / cylinder concept described above with twin working chambers and twin crankshafts, and the tension link concept between the crank and piston are interrelated. Either one of the above concepts or joint offers significant advantages. Replacing the heavy connection between the rod and its bearing at the piston with a lighter connection by tension reduces weight and reduces the effort that can be pulled rather than pushing the piston.

  In each of the two combustion chambers operating on a single piston, each load transmitted through the crank is reduced, allowing a lighter structure. This is especially true for 2-stroke engines. In a two-stroke engine, a portion of the expansion work is transmitted through the piston to provide most of the compression work, so substantially only net work and hence each load is transmitted to the crankshaft. The

  If a link with the above tension is used, the desired deflection will cause the piston to float (float), generally towards the end of the expansion stroke of the first combustion chamber, and the expansion of combustion Guaranteeing a transition after substantially complete, the piston will pull one crankshaft, and then be pulled by each other crank, enabling the final compression of the second combustion chamber To do.

  A significant portion of each piston deceleration load will be taken up by compression of the charge and will not be transmitted to the crankshaft, allowing a lighter construction. Due to the permanent line of tension members between the heads, the piston is less exposed to each secondary load and torque, thus simplifying piston bearing and seal settings. I will.

  The configuration of the exhaust gas treatment volume adjacent to the cylinder reduces heat loss from the cylinder wall to the outside of the system. If the exhaust gas treatment volume is properly insulated, the temperature of the exhaust gas will be very close to the average gas temperature of the combustion chamber, thus reducing the thermal stress on the cylinder.

  Similarly, the piston will have two opposing work surfaces and, as a result, will have a shallower temperature gradient than conventional pistons. In a two-stroke embodiment, a cold charge is introduced at the end of the hot maximum compression of the combustion chamber, thus cooling the combustion chamber. On the other hand, since the high temperature exhaust gas is discharged to the end point of the low temperature minimum compression, the combustion chamber tends to be heated and the thermal gradient of each surface of the combustion chamber tends to be averaged.

  Each of the above configurations substantially reduces each thermal gradient and, as a result, also reduces stress, so in a wider variety of ceramic materials that are generally less tolerant of thermal shock than metals. It will make it easier to manufacture each part of the engine.

  It is generally understood that engine efficiency increases to a greater degree with increasing compression ratio, somewhat proportional to the difference between charge temperature and combustion temperature. And it is generally understood that increasing the power and bulk ratio, the ratio of power and mass, increases the engine speed approximately proportionally.

  Each increase is not partially absorbed by higher frictional resistance or pumping losses, providing that the combustion efficiency is constant within the assumed speed range. It is an object of the present invention to provide an environment in which combustion temperature, compression ratio and engine speed can be successfully and efficiently employed by making them higher than conventional units.

  Higher combustion temperatures tend to produce hotter exhaust gases, leading to improved emissions control, providing a larger heat sink for the exhaust heat recovery system, producing more work, Will lead to greater efficiency of the system.

  All of the above suggests that in the case of a high performance uncooled engine, the sprayed manifold for carburetors and fuel delivery should be discarded and that direct spraying into the cylinder or into the precombustion chamber is supported. Show. In the above case, more controllable combustion is provided and the risk of premature combustion due to the gaseous fuel-air mixture being ignited by the higher cylinder wall temperature is reduced.

  As mentioned earlier, the important thing between engine design objects is simplicity and feasible cost. In each engine disclosed so far, the mass, bulk and cost of the cooling system as a whole is reduced, as is the loss of pumping. In many applications, the mass of the oil lubrication system, bulk costs and loss of pump operation can be reduced, as described below. The piston lining action pushes the piston / cylinder sides together, resulting in substantially reduced friction losses.

  The pumping and friction losses are present on modern engines, especially in high performance diesels, which shows a proportional increase in efficiency as a result of the reduction of the losses. . In any case, since there is no substantial heat loss, it is assumed that both the crankcase and the exhaust gas volume housing approach the maximum possible insulation.

  The dissipation of heat through the head can be transferred back to the charge. As the difference between ambient air and fuel charge temperature increases, the result is increased efficiency. If it is more desirable to increase the combustion temperature (the physical limitation is the structural performance of each material in the combustion chamber at a given temperature), it is possible to increase the compression ratio, and further Provides increasing efficiency.

  In still other embodiments, some form of water is introduced into the combustion chamber, as needed, using each device described below, to offset the high temperature for any reason. The introduction has the effect of reducing the temperature and increases the pressure as described in detail elsewhere in this specification. Through the cooling system and through the normal heat dissipation from the engine, the efficiency is reduced in the new uncooled engine of the present invention due to reduced heat dissipation and increased temperature and / or pressure. Will be higher.

  An important feature of the engine design disclosed herein is the potential to operate at higher speeds, further improving the power to weight ratio and the power to bulk ratio. The increase in speed is due in part to the significant reduction of each reciprocating mass. The reduction is primarily due to the reduction in the assembly of the coupling rod and its piston bearing, which is usually heavy, and secondly, the ferrous metals are replaced by ceramic material between 30% and 40% of their weight. Third, by reducing most of the rockers and pushrods of conventional engines.

  It is estimated that each reciprocating mass can ultimately be reduced to a weight of 10% to 20% of conventional implementations. Neglecting valve actuation, it is assumed that a 75% reduction is achieved in the piston / crank system. When the stress caused by the reciprocation of each mass increases with almost the square of the increase in engine speed, the weight reduction of 75% of each mass reciprocating is the same as that of the conventional engine. Allowing twice the speed or reducing the stress limit by a factor of four.

  A second way to increase engine speed is to shorten the combustion time. The current state of the art is that the combustion efficiency of supercharged engines is maintained up to about 150 rps (9000 rpm) for small gasoline engines, and up to about 80 rps (4800 rpm) for small direct injections or diesels. It seems that this is possible.

  Each factor of the above limitation is that in a direct-injection engine, the time required for fuel distribution through the combustion chamber is limited to the time until combustion is started. Tend to be time. Each of the first two processes can be accelerated by increasing the temperature, to some extent by increasing the pressure. As a result, the above steps of combustion are brought closer to each other.

  In each selected embodiment of an uncooled engine, the combustion delay time is such that the liquid portion of the charge is delivered into the combustion chamber at an extremely elevated temperature and pressure, and the liquid portion is combusted. When put into the room, it is reduced, i.e. substantially eliminated, by almost instantaneous evaporation.

  In some embodiments, a tension crank design can delay the piston at both ends of the cylinder, speeding up the path of the piston between the ends as described below. it can. The delay at both ends can increase the engine speed relative to the conventional engine at each preset combustion parameter. Considering the above factors, the engine speed limit for a given combustion efficiency can be more than doubled.

  In addition, with new injector designs and layouts, the speed limit of direct injection engines can be increased up to 3 or 4 times, and the speed limit of diesel can range from 200 rps to 300 rps. . Today, many diesels operate at speeds well below the theoretical maximum speed determined by each combustion parameter. The limiting factor is each stress caused by the reciprocating mass.

  In the new engine according to the present invention, the above problem does not substantially exist, so that all diesels can operate at a speed close to the theoretical maximum speed. In a large engine such as an application to an ocean vessel, the stresses caused by the reciprocating masses are the main factors that limit the speed. In the design of the present invention for the above application, the speed can be increased from about 18 rps to between 50 rps and 100 rps.

In an alternative in which an embodiment of the conventional crankshaft layout twin disclosed in FIGS. 20 and 21, as shown schematically in FIG. 36, the scotch yoke twin is employed. In the present embodiment, the piston 1001 reciprocates within the cylinder assembly 1003. The cylinder assembly 1003 includes cylinder heads 1004 for defining two combustion chambers 1002 at both ends of the cylinder assembly 1003.

  Each elongated slot 980 of each of the two yoke assemblies 981 is attached to each crank-pin 982 and then provided on each crankshaft 983 having a respective center 984. The movement path of each pin 982 is indicated by a broken line 985. The pistons are linked to their respective yokes by a single link 1007 through the head 1004 of the cylinder assembly. The single link 1007 is separated into two links 986 coupled to both ends of the yoke. All of the above links are intended to transmit in tension each major load produced by the expansion of one combustion chamber.

  When the links take out loads of compression caused by expansion in the combustion chamber, the cranks need not be mechanically linked. However, in selected embodiments, each crank is mechanically linked by any convenient means such as a belt, chain, rotating arm (like a locomotive), or gear. Let's go.

  In operation, the links will pull mainly the crank pins so that the two mechanically linked cranks rotate synchronously. The advantage of the Scotch yoke layout is that there is little or no lateral pushing force by the tension member passing through the head.

If desired, the piston / cylinder assembly and both cranks may be attached to a rigid, integral housing, indicated by dashed line 987. As a result, it is possible to attach the shaft-type attachment to the yoke indicated by the dotted line 988, and the shaft-type attachment is slidably attached within the recesses 989 at both ends of the housing. If necessary, the centers of the recesses are aligned with the reciprocating shaft of the piston. FIG. 36 is quite schematic and any convenient type of attachment of the yoke assembly to the housing or head assembly 1004 can be employed. At other points in the specification, a balanced scotch yoke assembly is disclosed.

  The problem of tensioning links or rods between the piston and the conventional crankshaft is more complicated than it seems. In the layout of the twin crankshafts described above, when the cranks rotate in synchronization, it is impossible to maintain a certain length for the link connecting the piston and the crank.

Schematic diagram 37 shows each center 1100 of each crankshaft 1098 equally mechanically linked and thus synchronized. Each crankshaft 1098 includes a crank in which each crankpin 1099a moves at a radius r. Each of the crank pins 1099a rotates in the same direction 1101 and draws a path 1099. FIG. 37 shows a piston 1102 and a head / cylinder module 1103 of constant dimension k, where solid line 1104 shows the tension member when the piston is in the middle of the cylinder and broken line 1105 shows the piston The tension member when it exists in the one end part of the said cylinder is shown.

  In the latter position, if each center of the crank is located 3r on the outer piston axis of the module 1103, the total length of the tension members between each center 1099a of the crankpin is 2r + 4r + k = 6r + k. When the piston is at the central portion, the dimensions of the tension member are as follows: a hypotenuse of a right triangle with a base of ac and a height of r, and a hypotenuse of a right triangle with a base of df and a height of r. , And the sum of the dimension k.

  The sum of the bases of the triangles is 6r, and the hypotenuse is always longer than the base. Therefore, the distance between the centers of the crank pins along the line of the tension member is such that the piston is connected to the cylinder. It is the longest when in the center.

  Since each of the above parts needs to be linked at all times, when the cranks of the twin operate in synchronism with each other, i.e. when they are mechanically linked, the length of the tension member will cause the piston to It is required to fit at or about the center of the cylinder, so that the tension system will sag when the piston goes to both ends of the cylinder, or the tension system It means the need to have elasticity.

Such sagging is an important feature of the design of tension crank link engines and will be described in detail later. The tension link 1106 may be entirely made of some flexible material, for example, as schematically shown in FIGS. 38 and 39 , or may include a rod 1094 in part.

  In both of the above embodiments, the equivalent portion of the tension element is always parallel to the movement of the piston 1102, and if the equivalent portion is a fixed portion, each center of the crank In other cases where the equivalent part reciprocates, it is relative to the piston position.

  Each of the tension links is shown at 1006 in the first position relative to the piston 1102 and is shown at 1007 when the piston is shown at the dashed position 1094. In this embodiment, the cranks are shown to rotate in the same direction, and the free portions of the tension elements are angled at 180 ° or less than 180 ° with respect to each other.

  Although not shown, it is equally possible to rotate the cranks in opposite directions so that the free parts of the tensioning elements are maintained above or below a certain 180 ° relative to each other. To do.

In FIG. 40 , a configuration for each different pivot is shown, such as each roller 1093 for each half of the cycle. The above configuration causes the piston 1102 to be disengaged from the center 1092 of the cylinder assembly 1103 to position 1091 when the crank or each crank 1098 is off 90 °, BDC / TDC, so that different piston speeds are achieved during each cycle phase. Will make it possible. For example, such a configuration can be used to make the piston move faster in the main part of the compression stroke compared to between the main part of the expansion stroke. Or it can be used in the reverse case.

Referring back to FIG. 37, when each crank rotates 90 ° with respect to BDC / TDC, the piston is in the center of the cylinder, and each half of the tension member has an equivalent slack. ing. Considering one combustion chamber, by increasing the crank radius, the sag with respect to TDC will decrease, and the sag at BDC will increase by a little greater than the decrease.

A smaller reduction in crank radius than the distance of piston movement works against the above process and is more sagging at TDC and less sagging at BDC. From FIG. 37 , as the distance from the head to the center of the crank increases as the crank radius increases, a smaller sag is required in the system.

  In some embodiments, the piston needs to be pulled by the crank to complete the compression as it approaches TDC, and then each load can be on the same crank as expansion occurs. It is clear that it needs to be communicated as soon as possible.

  On the other hand, all of the effective work of expansion towards the BDC may not be required for a complete, taut tension member. Slowing the piston movement due to the time to take up tension link slack can improve exhaust performance in two-stroke engines.

  In practice, the tensioning of the tension member at TDC is such that the operating diameter of the crank is from about 5/4 to 8/7 of the moving length of the piston, depending on the details of the design. There will be a need. The presence of sagging at both ends of the piston travel path requires more time and can increase the time for the development of combustion and / or the time for transmission to occur in the fluid.

The above ratio is, for uniform each crank center, for example, as shown schematically in FIG. 41, it is possible to reduce by adopting an offset crankshaft 1098. The above embodiments can be made suitable for low power applications where the on-axis loading at the head does not present a particular problem. The piston rod 1096 is shown in the portion of the cylinder assembly 1103 when the combustion chamber 1091 is at maximum expansion and the piston (not shown) is in the BDC position, with the crank pin coupled at the “a” position. A tension link 1106 is provided.

The link is indicated by a broken line at the other position, where the crankpin is at position “b” when the piston is approximately in the middle of its travel range, and when the piston is at the TDC position, the crankpin Is indicated by another broken line at the position “c”. Each crank can be rotated without synchronizing, at each of the above applications, the difference of rotation, as illustrated in FIGS. 42 and 43, it can be absorbed by using a final drive device.

  It is clear that each configuration of the engine disclosed herein reduces the effective mass of each reciprocating portion, and thus has a tendency to generate and reduce each stress. Let's go. Certain capacity engines tend to have larger pistons and fewer pistons than present.

  If a single piston is included, the various lengths of each piston-crank link in a twin crank layout can be changed to a fixed length of each link if different crank speeds can be tolerated. . During each revolution, one crank needs to be slowed down or fasted in pieces relative to the other cranks to fit a fixed length of each link. The greater the length of the tension link relative to the crank reach, the closer the synchronized crank movement will be.

  In each particular application, for example, in an engine that drives twin pumps or twin low-speed open-sea screws, differences in crank speed can be tolerated if the screws have a relatively small mass. In each other application, the cycle rate of the final drive for each part of a cycle is required to be constant. Various mechanisms have been created to convert indefinite cycle rates to constant cycle rates.

For example, FIG. 42 shows two respective crankshafts 2026 coupled to a single piston in a cylinder (not shown). Each crankshaft 2026 is linked to a final drive 2027 by an endless belt, chain, or pulley 2028. In order to compensate for the speed difference between the cranks, a carrier and / or an indefinite length tensioner 2030 is provided to be movable in the direction 2029 to shorten the distance of power transmission to the final drive 2027 at a constant cycle speed. Or longer.

  The range of movement is indicated by the alternating positions of the tension rollers 2032 and the belt indicated by the dotted line 2031. The carrier movement may be controlled in any manner by any type of springs or other dumped ones that do not need to reciprocate, as shown at 2033.

  The movement can additionally or alternatively be oval, circular or the like. The carrier and / or tensioner may be floated and positioned by forces generated by endless pulleys / chains / belts and may be controlled by the system of each guide and each linkage.

In FIG. 43 , which is a schematic partial enlarged view, a spring 2034 attached to the tensioner assembly 2030 is attached around the shaft 2035. The shaft 2035 allows the roller 2032 to move in the direction 2036, and is slidably mounted in the carrier strut 3035a in which the slot hole is formed. The carrier strut 3035a is attached to the crankshaft 2026 at one end 2038 of the carrier strut 3035a, and is slidably attached at the other end of the carrier strut 3035a to a fixed fulcrum 2039. Thus ensuring that the roller assembly can also be moved in direction 2029.

  In many of the embodiments described above and below, a single reciprocating piston or piston / rod assembly is coupled to each of the two crankshafts by each link provided primarily in tension. Yes.

In other alternative embodiments, a single reciprocating piston or piston / rod assembly is coupled to a single crankshaft by each link provided primarily in tension. Each link, as shown for example in Figure 22, such wire or cable, comprising one or more flexible members. Many of the above embodiments, as described in connection with FIG. 37, in order to conform to the "hypotenuse" effect, a resilient or flexible element needs to be incorporated.

For example, FIG. 497 schematically shows the configuration as described above. The piston 1001 reciprocates between two working chambers in a cylinder module 1103 that includes two cylinder heads. The piston 1001 is coupled to the crankpin 1099a by a continuous linkage 1007 provided mainly by tension via each type of roller 1093, which may be any type. The crank pin 1099a moves on a path 1099 on a crank shaft 1006 that rotates on the shaft 1100.

In selected embodiments, the tension link is either a single, wire, or spring, or cable type, or else is coupled at 1099a with a bearing component. The coupling between the piston and the bearing must have an indefinite length in order to allow any “hypotenuse effect” at “A”. Therefore, the binding, such as disclosed in Figure 96 from Figure 94, any type of resilient or indeterminate length, a bearing or a bond, be introduced into each side of the position "B" can be, it is also possible to introduce the binding site links to the ends of the same piston rod assembly and the engine of FIG. 39.

  In an alternative embodiment, there are only elastic or indefinite length bearings or couplings to one end of the piston rod assembly. In other embodiments, there are flexible links in each of the two split sections, each of the split sections terminating at 1099a with a resilient or indefinite length bearing or coupling.

In each alternative embodiment, the tension linkage, mainly provided by tension set, including the cables, each wire or each rod, as shown schematically in FIG. 498 for example, the rocker Is bound to. FIG. 498 shows the piston / rod assembly 1001 reciprocating in the cylinder module 1103 in direction 1 with a total unit size of 5.0. The tension linkage is provided with each rocker pivot indicated by 2.

  Each surface of the piston at the end of the reciprocating movement is indicated by a broken line. Two alternative configurations are shown, one is the “A” part and the other is the “B” part. In the portion “A”, the piston rod is directly linked to the rocker 5. The link is by a pin or bearing 4 to the assembly 1001 with little or no load as required, for example a piston / rod assembly. The piston / rod assembly is fitted into an elongated slot 3 in the longer arm of the rocker 5.

  The shorter arm of the rocker 5 is coupled to the rocker 6 via a linkage 9. The rocker 6 has each arm of the same length and is then coupled to the crankpin 1099a by a linkage 10. The crankpin 1099a includes an elastic coupling or bearing, as necessary, and moves within the path 1099.

  The fact that the rocker 6 has arms of different lengths allows the crankpin path 1099 to have a diameter that is smaller than the range of travel indicated by 1, indicated in this embodiment as 14. Thus, it is allowed to be 3.5 dimensional units.

  In other embodiments, each rocker and other linkage movement paths and configurations are configured to always eliminate the “hypotenuse effect” and there are no elastic or indefinite length bearings or couplings.

  The configuration of the “B” portion schematically shows that each rocker may be mounted in any shape and in any direction, and each link may be in any direction. The end of the piston / rod assembly 1001 is indirectly coupled to the rocker 8 by the linkage 13. The rocker 8 has arms with different lengths and is then coupled to the rocker 7 by a linkage 12. The rocker 7 has arms of different lengths and is then coupled to the crankpin 1099b by a linkage 11.

  In the above configuration, a positive “slope side effect” is generated at “C” and is always balanced with a negative “slope side effect” of the same value at “C”. As a result, elastic or indefinite length bearings or couplings are not required anywhere from the end of the piston / rod assembly 1001 to the crankpin 1099b.

  In other embodiments, any conventionally known linkages or levers are used to eliminate any “hypotenuse effect”. In yet another embodiment, each of the one or more linkages 9 to 13 includes rods or any rigid member, and is subject to compression and tension loading in a similar manner, with only one end of the piston rod assembly being It is connected to a single crankshaft.

  In other embodiments, the single crankshaft is not located in the center of the “indeterminate” piston, but is suitable for both ends of the piston or piston / rod assembly located in a convenient location. The form and material are connected by linkages mainly provided by tension. Alternatively, the single crankshaft is coupled to one or both ends of the piston or piston / rod assembly by one or more rods or other rigid members provided substantially by tension and compression. ing.

In an alternative embodiment, where the work of compression in one combustion chamber can be allowed to be at least partially enabled by expansion in the other combustion chamber via each twin linked crankshaft The central part of the reciprocating piston is divided into two divided parts, and the divided parts have different dimensions. For example, FIG. 44 schematically shows such an embodiment. In the above-described embodiment, the piston divided portions 990 that reciprocate in the cylinder assembly 1003 are formed so as to form the two working chambers 1002.

  Each of the divided portions 990 is linked to each crankpin 982 mounted on each crankshaft 983 rotating in the opposite direction by a fixed or inelastic link 1007. Each of the links 1007 is provided mainly by tension as necessary.

  In an alternative embodiment, each crankshaft rotates in the same direction. The crankshafts are mechanically linked by any convenient means. The movement line of the crankpin 982 is indicated at 985. Each piston split 990 is shown as a halfway drawn in the solid line and hatched between the bottom and top dead centers, and the position of the bottom / top in the dead is indicated by a dashed outline 991 Is shown.

  Each roller 992 of each pair is mounted just outside the head 1004 and absorbs each lateral load on each link 1007. Each valve, each port, each bearing, etc. are not shown. As can be deduced, the distance “b” between the piston splits at an intermediate position of the crank rotation is greater than the distance “a” between the splits at the top / bottom dead center. .

  The dimensions of the engine can be set so that the ratio a: b is any desired value. If the ratio is relatively large, the space between the pistons can be used as an effective compressor or pump for the working fluid of the engine or for fluids unrelated to the engine. In the above case, suitable port operations, valves, bypass volumes, pipes, etc. are coupled.

  Next, a fluid transfer of a central piston (mid-piston) and a central cylinder (mid-cylinder) is disclosed herein. In this embodiment, an energy storage device in the form of a spring 993 is employed between each segment of the piston to absorb energy during the moving part of the piston and the energy during the other part of the piston movement. It is designed to extract energy.

  The spring may be attached in tension or compression and may depend in part on the structure of each tension link. In addition to any mechanical spring, the gas between the splits is also compressed, so that the gas effectively also acts as a compression spring near the top / bottom dead center. The energy is absorbed, and the energy is extracted when moving toward the center of the movement of the piston.

  As the pressure of the gas between each of the splits increases, the pressure corresponds to an increase in pressure within one of the combustion chambers, and the relatively cooperative pressure increase corresponds to the combustion. Helps reduce blow-by (gas leakage) from the chamber. A partition wall (not shown) may be disposed between each divided portion of the piston to divide the volume between the divided portions of the piston. Multiple volumes as described above can be used to pump or compress each separate gas, or indefinite relative movement of the septum (and appropriate valve operation, port Operation) can be used to pump fluid from one internal piston volume to another.

  In another embodiment, there are no links between the piston splits within the cylinder. For ease of understanding, a reference is appended to each split portion of the piston, and each split portion may alternatively be considered two separate pistons.

In yet another embodiment, each of the internal piston volume configurations described above in connection with FIG. 44 can be used in a free piston pump or compressor. The basic layout of the engine can be the same as that of the engine of FIG. 44 except that the piston rods enter the heads, and the links 2041 and the cranks 2026 are all deleted.

  Each engine as described above will simply function properly if the net work done is always controlled to be less than the engine's actual capacity for the amount of fuel supplied. Without such control, the free piston splits would not return to the set top dead center. Of course, in each free piston split, the change in internal piston volume is irrelevant to the dimensions of the crank link. The change is instead in the pumping or compression action made in the internal piston volume. It becomes a function of work. Any of the above principles, features and construction details described herein may be suitably applied to each free piston pump, compressor or IC engine.

  In selected embodiments, the engine is designed to increase speed by increasing the compression ratio. In order to start and slow down to moderate speed, each configuration described above is employed. The piston is pulled to a “set” compression ratio by the crank, and upon expansion, the piston then pulls the same crank. Before the piston is pulled to complete compression, the piston is slowed down. Slowing is more than the energy required to complete compression by the time the kinetic energy of the piston and the work done on the piston in the other combustion chambers reaches the final stage of expansion. This is because it becomes smaller.

  During the period of slowing down the speed, the sagging may be transmitted from one segment of free, substantially unloaded tension to the other, except during each transition phase. Each transition phase is when one tension split is always tight and the other is slack.

  When the work available for or with the piston at a given compression ratio is the same as the work required for compression, the kinetic energy of the piston increases as the engine speed increases. ,growing.

  As the speed of the piston further increases, the work on or by the piston exceeds the work required for the “predetermined” compression ratio. Since the piston is not limited except by the compressed gas, the link to the crank has a slack when the link goes to the crank, and the link that pulls the other crank becomes tight when the link is pulled tight. Will compress the gas beyond the “predetermined” ratio.

  As the speed of the piston increases and the compression ratio increases, more kinetic energy is required. Greater kinetic energy is derived from special work obtained by burning a fixed mass of fluid at higher pressures and temperatures. One of the great benefits of increased compression ratio with increased engine speed would be shorter required burn time due to both increased pressure and increased temperature resulting from higher pressure. . The ratio of temperature and pressure does not increase proportionally because temperature is the result of a combination of pressure and combustion.

  In some embodiments, piston deceleration can be controlled against changes in engine speed. The deceleration ensures that all slack is taken up in the associated, nearly unloaded free tension segment near the TDC and exceeds the travel speed of the tension segment. The portion exceeding the rotation speed of the tension member is reduced, and the tensioned state is maintained, and it is ensured that the shock load on the tension member is removed as much as possible.

  In various compression ratio designs, it is desirable that the taut state be maintained at the crank rotation angle before the expansion load can begin to be efficiently transmitted to the crank. The above controls vary the timing and amount of fuel delivered at and near the TDC by designing the mass of each reciprocating part to fit the desired range of engine speeds. Can be provided at the first location.

  Optionally, water, water-methanol mixtures, or similar materials can be introduced to provide a sudden rise in pressure at each critical period and / or to control a very sudden temperature rise, Is possible. For some major engines, it is desirable to have the maximum possible speed because the ratio of power to weight is important (eg, in airplane applications). As a result, various compression concepts are less important to increase efficiency (in some embodiments, reduce efficiency) and facilitate proper combustion at short intervals.

  An interesting feature of the various compression engines is that once the “set” compression ratio is exceeded, each mass of each reciprocating part, except for any valve or fuel system, is virtually free from the crank. Output the load. Therefore, the traditional limit of engine speed on medium and large engines is substantially eliminated.

The crankshaft itself may be manufactured along a conventional manufacturing line, and may be made of any material including ceramic. For example, schematically illustrated in FIG. 45, includes a superimposed structure, a non-conventional structure may also be used. In the superposed structure, each hollow bearing tube 1115 and each hollow end enlarged bearing tube 1116 are arranged on the left side of the drawing by a broken line at 1117 when a tension fastener such as a bolt is positioned on the shaft. In the compressed position, it is mounted between the disc-type cranks 1118, 1118a that function as a crank throw (operating range) in the position shown.

  If necessary, each bolt head is provided with a countersink, as indicated by the broken line at 641. The tubes themselves are embedded in the disc-type cranks, as indicated by the dashed lines on the right side of the drawing at 642. Each of the disc-shaped cranks, as indicated by the dotted line at 643, by any method, including by inserting a heavier material and / or by providing a notch or recess 644, They may be balanced with each other.

  Each recess may be crescent shaped so as to curve around the seating of the tube, as generally indicated by the dashed line at 645. Although each component 1118, 1118a is described as each disk, the periphery of each component 1118, 1118a may be any shape including an oval, an indeterminate shape, or a circle.

  In the circular case, the disk may include an inner shell of a roller or other bearing, with an outer shell mounted in the engine to provide some type of roller or other bearing crankshaft structure. Also good.

  For example, the rightmost disk 1118a is shown separated from the outer bearing shell 1119c, shown in dashed lines, attached to the engine block 1118d by each roller 1118b.

  In selected embodiments, each bearing of the crankshaft is lubricated by each fluid passing through the interior of the crankshaft. In other embodiments, each bearing of the crankshaft is a gas bearing. In gas bearings, liquid form material is converted to gaseous form at or near the bearing surface. In still other embodiments, the crank disk may be formed to allow a maximum bearing size and its peripheral area functions as a cam.

For example, some of the above embodiments are schematically illustrated in the cross-sectional view of FIG. 46 , showing two disks 1119 made. Each disk 1119 has a cam-shaped surface 1120 that is precisely machined. Each cam-shaped surface 1120 actuates a valve cam follower 1121 and / or actuates a fuel delivery cam follower 1122.

The cam may function directly or indirectly to open a valve or activate a fuel delivery or for other purposes. The cam may function to actuate a linkage that includes a member attached primarily in tension, as will now be described with respect to FIGS. 481 through 493 .

  The disks are connected to each other by a tension fastener 1123 and an internal crank bearing cylinder shell 1124. Inner crank bearing cylinder shell 1124 has precisely machined ends. Each of the disks is similarly attached to the internal main bearing cylinder shell 1125.

  Each internal main bearing cylinder shell 1125 is rotatably attached to engine structure 1126. Each cylinder shell 1127 of the second crank bearing (often set to an end-expanded bearing) is attached to a crank coupling rod or tension member 1135. Alternatively, element 1135 can be part of a Scotch yoke mechanism.

  This embodiment has been shown to have a gas bearing, which is desirable in the largest bearing area. However, instead of the gas bearing, a roller, a needle, or another bearing may be adopted as the bearing.

If desired, each fluid path 1128 communicating with a central (gas) fluid reservoir may carry (gas) fluid to each opening 1129 in each bearing surface. Each fluid path 1128 may be used to supply gas to each bearing, or alternatively may be used to provide liquid lubrication to each other bearing, whichever is desired. Such shapes and sizes are possible.

  The path system may be internal to the crankshaft assembly, as shown by the inner shell 1125, or may be in the structure 1126 that supports the crankshaft, or both There may be.

  In an alternative configuration, suitable for ceramic materials and hot crankcases, each of the above paths may contain water under pressure. As soon as the water exits the opening, the water will turn into steam and supply gas under pressure within the relatively small tolerance of the gas bearing.

If desired, each center 1124a of each internal crank bearing cylinder shell 1124 may be filled with water or other fluid. The water or other fluid described above has a function such as a counter balance as shown in FIG. 45 and provides a kind of flywheel effect.

  Alternatively, the fluid may be supplied into each bearing flow 1124 through each small lacrimal hole 1125a. The supply may be refilled by the system of each path 1123a by a centripetal force having a friction effect and in each crank part such as 1119, 1125, 1126, etc.

For each crankshaft with less throw, gas or fluid may be supplied in pulses to provide maximum pressure at maximum load. Alternatively, instead of each opening as at 1129, a combination of each opening and each wick may be provided, including those associated with path 1128. The above combination is illustrated in FIGS. 47 and 48 in longitudinal and cross-sectional drawings. 1123 and 1124 are the inner and outer shells, respectively, and 1130 is the space between the two for bearing fluid.

  A wick or porous or penetrable element that can hold and transmit fluid 1130 is placed in the maximum loading region 1131 and allows liquid delivered under pressure through each path 1132 and each opening 1133. The distribution is more uniform.

In each configuration described elsewhere, the tension element sagging may be taken up by a fluid spring, if desired, so that the tension of the tension element delivers fluid to each bearing. The crank of FIG. 46 has lateral or axial movement, and when the crankshaft is moved in direction 1134, each cam follower can be operated to varying degrees by a continuous cam-shaped surface. it can.

  In this embodiment, if it is assumed that the link between the piston and the crank 1135 cannot move laterally, it is required to make each cylinder or each shell of the internal bearing larger than the other members.

  In other embodiments, both the crankshaft assembly and the crank-link are fixed with respect to the direction of travel 1134, and the cam follower 1121 and / or cam follower 1122 are shown in each embodiment described below. In addition, it can move along the direction 1134.

  Lubrication with water is cited as an example in this embodiment. In practice, any suitable liquid may be used under pressure. The liquid may or may not change to a gaseous phase within the bearing gap.

  Each combustion load and the resulting bearing load can be high. If a gas bearing is used and gas leakage is minimized, both ends of the bearing may be partially sealed with an oil film. Since gas bearings sometimes become ineffective at low speeds, the oil film can then function to lubricate each bearing shell to some extent.

Of course, the gas pressure will result in oil loss, but in the basic configuration of FIG. 21 , the oil will be burned as fuel. For example, a porous or osmotic ring or wick, shown at 1130a in FIG. 46 , is supplied with liquid lubricant via a route system 1133a as needed. A porous or permeable ring or wick supplies gas to any gas bearing, such as may be between each part 1125, 1126, for any path, as indicated at 1128. It exists independently.

  A ring 1130a is shown on one end of the bearing. A similar ring and lubricant supply path is provided on the other end of the bearing as required.

As described above, the crankshaft can play the same role as the camshaft. In another form, lateral operation on the crankshaft or camshaft is included in any pump, compressor or IC engine, either conventionally or using a gas bearing. For example, FIG. 49 schematically illustrates how the crankshaft and / or camshaft 5086 and its internal main bearing cylinder 5087 move relative to the interior of the external main bearing cylinder 5088 in the direction of arrow 1134. The position indicated by the solid line is in the first position, and the position indicated by the broken line is in the second position. Either the crankshaft and / or camshaft 5086 or the external main bearing cylinder 5088 may be fixed. In the structure of the gas bearing, if the diameters of the respective bearing bodies are equal to each other, the clearance gap can be made uniform, and the performance of the gas bearing can be kept constant regardless of the position of the crankshaft and / or camshaft. Can do. As still another form, the cam shaft or solid type crankshaft / camshaft, if not to move laterally for some reason, the cam follower as shown in the sectional view of front and 51 in FIG. 50 The same effect as described above can be realized by interposing the yoke for movement. In this embodiment, the crankshaft / camshaft 5089 is fixed, and a cam 5090 having a variable contour 5091 is incorporated. The follower 5092 whose end is spherical and the follower 5093 whose end is bowl-shaped are each connected to an appropriate reciprocating mechanism 5094. The follower here may be another form of follower described herein. The yoke 5095 is attached to the follower stem 5096. Preferably, yoke 5095 is attached to an elastomeric washer or bearing 5097 having an olive-like shape of follower stem 5096. As the yoke moves sideways in the direction of arrow 5099, the degree of reciprocation within 5094 changes. Similarly, when the yoke moves in the other side direction, the timing of reciprocation relative to the cam / crank angle changes. In another aspect, the camshaft having a function different from that of the crankshaft is configured to move laterally with respect to the cam follower, and / or the cam follower is on the side with respect to the camshaft. It is configured to be able to move toward. As shown herein, the variable timing and effective profile of the cam and the follower device can be used to operate any reciprocating device, and the exhaust valve can be activated by opening the valve or operating the plunger or pump. Alternatively, it can be used to operate an intake valve or to distribute fuel. As shown herein, the crankshaft / camshaft is supported by a variable pressure gas bearing. Here, the gas may be provided as a gas, or is a liquid provided under pressure in or near the clearance space, and the environment of the clearance space is set to decrease in pressure and / or increase in temperature. The liquid that turns into a gas may be provided. These fluid pressures change during rotation, which is best represented as a motion profile cam that provides pumping action within the rotating body. For example, in the schematic diagram of the cam / crank portion shown in FIG. 52 , two different aspects are shown. A crank disk 5100 that rotates about a shaft 5100a has a large tip support 5021. Further, the internal passage 5101 is interrupted by the storage portion 5102, and the internal passage 5101 is closed by a movable plunger 5103 that can supply bearing fluid. The plunger is connected to the free end of the movable pedal 5104 and pivots on the disk surface 5105 and the disk peripheral surface 5106. The fixed cam follower 5107 is in a position where it is pushed down when the axis changes direction 5108 and the pedal 5104 and plunger 5103 pass under the cam follower 5107. The location of the pedal 5104 and the plunger 5103 can also be applied to deliver engine fuel where the rotating cam moves the rotating or hinged pedal. In yet another embodiment, the pressure of the fluid is configured to change not only with the rotational angle of the crank but also with the rotational speed of the crank. An example is shown in FIG. 53 and FIG. 54 which is a cross-sectional view at A shown in FIG. A pedal 5109 that turns at the position 5111 is mounted on the peripheral surface 5110 a of the crank web disk 5110, and the storage unit 5102 covers the movable plunger 5103 and communicates with the fuel supply unit 5114 and the delivery path 5115. A weighted horseshoe 5116 is slidably mounted on the outer surface of the pedal. During the rotational motion 5117, the horseshoe 5116 can pass under the fixed cam follower 5118, which pushes the pedal down and creates a pressure wave in the bearing fluid. The radial motion 5119 of the horseshoe on the pedal surface is restricted by the spring 5120. A fastening portion for restricting the operation of the plunger is indicated by 5121 in the figure. The rotational speed increases the centrifugal force on the horseshoe, the spring extends and the horseshoe moves radially outward on the pedal ramp. This causes the horseshoe head to protrude from the disk surface, increasing plunger movement through the lower part of the follower. Since such radial movement changes in proportion to the centrifugal force, the fluid pressure can be changed in proportion to the rotational speed of the crank.

The piston connecting the two synchronized rotating crankshafts needs to be loose (play). Alternatively, the connecting portion includes a plurality of elastomer-based elements or devices, or a plurality of compressible and stretchable elements or devices. Such multiple elements or devices are configured to absorb energy at one point during an operating cycle and release the energy at another point during the same cycle. Such energy storage can be used to distribute the load in both the expansion and compression phases of the cycle. The articulation between tensile piston and the crank as described above, represents the characteristic portion generally the configuration illustrated in FIG. 41 from FIG. 37. All of the features to be described also connect the piston and crankshaft using a Scotch yoke type connecting body. In one form, the crank is connected to a piston that is primarily tensioned by a connecting body, or is connected to a piston / rod assembly, which additionally uses a circulating energy absorber. Constructed to always absorb slack. In the example shown in FIG. 58 from FIG. 55, in a state where all of the load being exerted from or crank pin assembly 1143a suffering crank pin assembly 1143a is removed, opened to the position 1137 tension is loaded A spring steel connecting body 1136 is shown. Also shown is the center of the spring steel joint that encloses the two ends attached to the rod-like extension 1148a of the piston / rod assembly and the crankpin assembly. 55 is a plan view, FIG. 56 is a cross-sectional view, FIG. 57 is a diagram showing details of the portion shown in (b), and FIG. 58 is a diagram showing details of the portion shown in (c). FIG. As shown in FIG. 57 , the connecting body 1136 is bent so as to have a U-shaped cross section, and moves sideways along the direction 1138a of the crankshaft 1138. A planar cross-sectional portion of the spring 1139 or the fluid reservoir 1139a bends to a position 1137 to compensate for the loose portion 1140. Here, the operation of five springs [spring steel connecting body 1136, spring 1139, fluid reservoir 1139a, device shown in (a) and mat 1143] is shown, but the present invention is effective if one of them is present. Play. The device shown in the above (a) is an effective cushioning material and energy absorbing means composed of two rollers 1141 connected by a link shown by a solid line 1142. The compressible mat 1143 is disposed between the spring steel loop 1144 and the outer bearing cylinder 1145. FIG. 58 shows an extension between the spring steel joint 1136 and the rod end 1148a of the piston / rod assembly, with multiple wedge-shaped splits provided on one spring steel joint 1136. FIG. The end 1146 is sealed inside a shallow conical recess 1148 at the end 1148a of the rod, where a collar 1147 is disposed. In addition, the fluid storage part 1139a has shown only the outline, and a volume is not an actual size thing. Fluid is provided through the flexible tube 1141a and exits the flexible tube 1142a. The difference in suspension stiffness will affect the acceleration and deceleration of the piston during the loose transition from half the tension. Instead of the spring steel for the spring steel connecting body 1136, any material can be used.

Alternatively, the configuration shown in FIGS. 55 to 57 is a simple form in which a piston is connected to two synchronized rotating crankshafts, and an additional mechanical connection is realized. As an alternative to a tong-like device 1136, the device itself is folded and a simple elastomeric or curved tension joint is placed between a bearing with a known large end and a bearing with a small end. It may be a mode additionally provided. The elastomeric or curved tensile articulation can be constructed from any suitable material including spring steel. As an example, instead of a known connecting rod, one having a curved spring steel member having a bearing at each end can be mentioned. The novel curved spring steel member is a connecting rod, but is connected mainly under tension. The effective length (solid line) of the curved connecting body is measured by the length between the center of the bearing having the large end and the center of the bearing having the small end. As one form, when the said connecting body exists in a top dead center or a bottom dead center, the said connecting body is the shortest, and this is the state in which the said connecting body is natural, ie, no force is applied. And the said connection body is extended like the piston which moves to the center of a movement path | route, and absorbs energy. Instead, the state in which the connecting body is the longest is the natural state, and may be a mode of absorbing energy by being compressed like a piston reaching the top dead center. As yet another aspect, the above-mentioned natural state when the connecting body has a narrow line length may be used. The length of the natural state of the connecting body is determined by the place where energy is absorbed by the connecting body and the energy is released in a 360-degree cycle. Since the piston is not effectively regulated (to the exact position of the piston at a certain time when the force including the force applied by the connecting body is applied), the change in the number of revolutions per minute (rpm) of the connecting body structure It will affect parameters such as speed, residence time in TDC / BDC, and in many cases the final geometric compression ratio. These factors are similarly affected by changes in the reciprocating mass of the piston / rod assembly. In order to obtain an indication of the range of design options that can be used, FIG. 499 is shown as a schematic diagram. FIG. 499 shows an arrangement relationship between a single piston, a single cylinder, and a twin combustion chamber engine of a two-cycle engine. FIG. 499 shows a piston / rod assembly 1 connected to a twin crank pin that reciprocates in both directions 2 along the travel path 4. / The rod assembly 1 is configured to reciprocate in both directions 2. In FIG. 499, various rotation centers are shown by crosses. The piston / rod assembly 1 is shown as being just in the middle of the reciprocating path, and shows the piston in the position indicated by the dashed line at TDC. In all the drawings, the dashed circle indicates the crankpin path, and the four crosses on the path indicate the crankpins at TDC / BDC, which are between TDC and BDC. Midpoint. The articulated body shows a curve in its natural state with a solid line, and a broken line shows a deformed state under load. In FIG. 499A , energy is absorbed during the first part of the explosion stroke, energy is released in the second part, helping to charge the opposite working chamber. This tends to reduce the time in the piston TDC / BDC and can slow down the piston around the midpoint of travel, possibly increasing the compression ratio somewhat. In FIG. 499B , the situation is reversed, energy is released during the first part of the explosion stroke, energy is absorbed during the second part, and the charge is compressed in the opposite working chamber. Hindering. This will tend to extend the time in the piston TDC / BDC and will allow the piston to accelerate around the midpoint of travel and provide more power. This is because larger combustion can occur at a compression ratio close to the minimum compression ratio (at least a smaller compression ratio than the configuration shown in FIG. 499A ). In FIG. 499C , when the plurality of cranks are 45 degrees from TDC / BDC, the connecting body is in a natural state. The energy released by the initial explosion is absorbed when the piston reaches the midpoint, and then released again, eventually at the end of the explosion where final compression occurs in the opposite working chamber. Absorbed. The connecting body shown in FIG. 499D is a curved connecting body whose effective length is always shorter than a desired length depending on the arrangement position. Configuration of FIG. 449C is similar to the configuration of FIG. 499A, the energy is absorbed during the first part of the expansion stroke, energy is released in the second part, the charge to the working chamber on the opposite side is compressed To help. This tends to reduce the time in the piston TDC / BDC and can slow down the piston around the midpoint of travel, possibly increasing the compression ratio somewhat. The difference between the two is that the bearing is always loaded in the same direction, and the tensile load is always applied to the connection between the crank pins. As another aspect, the aspect which the convenient shape is not curved may be sufficient as the connection body. Specifically, there are a staircase shape, a zigzag shape, a folded shape, a bellows shape, or a bellows shape. Alternatively, for example, a shape that is two-dimensionally curved like a coil spring may be used.

In yet another form, the crank is connected to the piston / rod assembly by a flexible tensioning element such as a cable, wire, rope, thread or the like. As an example, as shown in FIGS. 59 and 60 , a configuration having a hammerhead type piston / rod assembly 1149 is provided. The compressed fluid reservoir 1150 is connected to the external bearing cylinder 1151 and the fluid supply reservoir 1158 by a fluid supply line 1152 and a check valve 1153. Thereby, the fluid is delivered to the bearing position 1159 via the flow path 1160. The twin tension cable 1157 is arranged so as to pass through the receiving port 1156 and cover the periphery of the outer bearing cylinder, and its end portion 1162 is mounted by being compressed or attached. Further, the twin tension cable 1157 is attached through the receiving port 1163 of the removable hammer head 1164 in the same manner as described above. The twin pull cable 1157 passes through the piston / rod assembly as shown in the following configuration. Hollow rod 1165 is open at position 1168 to allow the passage of charge. The hammerhead 1164 is attached to the hollow rod 1165 of the piston / rod assembly using a plurality of threads 1166. In another form, a compressible fluid reservoir supplies fuel to the combustion working chamber of the IC engine. As an example, at the initial stage of an explosion in one working chamber, the corresponding connecting body is pulled, which causes compression of the fluid reservoir and feeds fuel into the second working chamber. It shows a further embodiment in FIG. 61. FIG. 61 shows a single cable mounted on a rod tip 1167 having a constant diameter of the piston / rod assembly. The cable is inserted through a split receptacle 1169 and is inserted again through the rod, through the opposite end. The rod tip 1167 is provided with an internal passage 1168 for fluid. FIG. 62 shows a single cable passing through the cylindrical head 1170 and is guided by an additional asymmetrical or twisted crank rotating roller guide 1171 and a crank laterally moving roller guide 1172. The cable passes through the driving passage 1174 provided in the integral piston 1173, covers the periphery, and passes through the piston again. An optional air gap is provided in this piston. A passage 1198 is provided for lubricating fluid reaching the tension member region 1198a away from the piston. Liquid is provided to region 1198a continuously or intermittently. FIG. 63 shows a configuration similar to that described above. FIG. 63 shows the configuration of a three-component piston in which a plurality of piston crown portions 1176 are screwed together by a central cylinder or drum 1177 around which a cable is wound. A compressible sleeve 1178 projects the cable to act as a wear and shock absorber. FIG. 64 shows a three-compartment piston, with a plurality of crown portions 1179 of the piston screwed together by a small central cylinder 1180. FIG. 65 shows a hem-opening piston / rod assembly where the rod 1181 is hollow and continuous, and the piston 1182 has a reinforced flange 1184. The piston is compressed and fixed to the rod, and is divided by a line 1183 for jointing the configuration (realized by inserting the cooling rod into the heated piston) and / or jointing the configuration It can be attached by plugging the volume or by connecting the two together. The hollow rod can accommodate a continuous tension member 1185 that can be attached to the piston / rod assembly at the end. This is shown in FIG. 61 or FIG. 59 and FIG. FIG. 66 shows a three-piece closed-bottom piston assembly 1186 that incorporates two independent rods 1187. The compressible material is placed at position 1188 so that the piston can move small on the rod for shock absorption and at position 1189 to lock the screw. The hollow passage 1190 can communicate with the internal configuration of the piston, can carry fuel containing gas, and allows the fuel to pass through the piston along direction 1191 for purposes such as cooling. FIG. 67 shows the end of the piston / rod assembly with twin cables. Piston / rod assembly, additionally, can be provided a flow path for gases shown in Figure 61. FIG. 68 has a configuration similar to that of FIG. 63 except that a twin cable is provided.

The shape of the cylinder head is not particularly limited as long as it is configured to wrap a conventional poppet valve. By having a central tension member, the estimated diameter of the valve can be reduced except for the four valves used in the central rod or cable. In many applications, a valve having an arc-like or annular shape is used. A ring valve is a movable annular element, and is configured to be substantially flush with the surrounding or core surface. When this valve is actuated, it projects from everywhere on the surrounding core surface and allows fuel or other material to flow both outside and inside the periphery of the ring. The median diameter “x” of the ring increases with a constant increase over twice the clearance of a conventional poppet valve with the same diameter “x”. An example is shown in FIGS. 69 and 71 . FIG. 69 shows a state where the head 1004 is directed through the cylinder 1003. FIG. 70 is a cross-sectional view of the cylinder 1003 and the head 1004, and FIG. 71 is a view as seen from a predetermined angle to show the valve operating mechanism. All figures are schematic. Here, a single central ring valve 1201 having twin stems 1202 provided in a plurality of guides 1203 is shown. A central ring valve 1201 is provided in the bridge 1204 that supports the central portion of the head 1205 and, conversely, supports the hollow rod portion 1206 of the piston / rod assembly. And an annular collar 1207 having a lower portion configured to push down the spring 1209 and configured to receive a lever 1208 configured to move with a hinge at a position 994 on a platform 995 on the head 1205. The twin stem 1202 is attached to an annular collar 1207 having an upper portion having one or more portions 1207a. The lever 1208 is configured to surround the hollow rod portion 1206, and has a concave surface that can receive the protrusion 1207 a by being pushed down by the cam 996. Then, the lever 1208 having a concave surface that accommodates the protrusion 1207 a by being pushed down by the cam 996 pushes down the annular collar 1207 against the resistance of the spring of the opening ring valve 1201. As a result, fuel flows into the working chamber 998 in the direction indicated by the arrow 997 so as to pass both inside and outside the periphery of the valve. In this embodiment, fuel is supplied from a volume 999 that is closed by a valve above the head 1004. The ring valve can be constructed using any suitable technique, and can be operated in any suitable technique. Moreover, it can arrange | position in a preferable position. For example, FIG. 72 showing the head 1004 as viewed from the inside of the cylinder 1003 has a ring valve 1201 having a shaft 1208a offset from a cylinder / tensile member 1206 centered by the y and z dimensions. The offset is only one-dimensional. A single fuel delivery device may be located at location 1205a, or a plurality may be located at suitable locations, for example as shown at location 1205b. Another form includes one or more ring valves that open into a single working chamber. This configuration is suitable for reciprocating the IC engine in the 4-cycle mode. An example is shown in Figure 73. In FIG. 73, an inner ring valve 1210 and an outer ring valve 1211 are shown in a head cylinder assembly 1004 through which a single tension member or piston / rod assembly 1206 passes. The outer ring valve 1211 is operated via the valve stem 1211 a and connects the toroidal combustion chamber 1002 and the exhaust treatment valve 1212. Additionally, there may be circumferential exhaust processing volume surrounding the cylinder assembly of the cylinder 1003 as shown in FIGS. 20 and 21. The ring valve may exhibit a maximum clearance or elevation at different heights, as indicated by the dashed line. The inner ring valve 1210 connects the charge holding volume 1213 outside the head 1004 and the working chamber including the valve mechanism. In another form, as a modification of the ring valve, a valve having a crescent shape, an arc shape, or a banana shape as shown in FIGS. 321 to 324 is shown. An example is a valve that has a simple semi-circular shape. If the two semicircular valves are combined into an annular shape, the head bridge can be extended to the head surface of the combustion chamber. Each semi-circular valve may be mounted on a single stem. In order to ensure proper alignment, an ellipse or non-circular shape is preferable. Moreover, what is necessary is just to operate the newest poppet valve by an appropriate method. Since the form described in the latter half is not an ordinary circular seat, it is much more difficult to mechanize in either manufacturing or repair than either conventional poppet valves or ring valves. It is described as a form.

The tension member can pass through the head in multiple paths. In a piston / rod assembly, the bearing surface must be provided close to the rod that passes through the head to accommodate the various angular loads caused by crank rotation. In the case of the flexible crank connecting portion, as shown in FIG. 62 , it can be handled by a roller. Alternatively, a single sleeve may be disposed between the reciprocating piston or piston / rod assembly and the head. For example, the rod portion 1192 of the piston / rod assembly that passes through the cylinder head 1004 is shown in FIGS. 74 and 75 showing the states viewed from different angles. The rod portion 1192 is reinforced by a sleeve 1194. In yet another form, the rod portion 1192 is configured to move along direction 1195 and / or additionally provide fuel delivery. The tip of the sleeve 1194 extends as indicated by a broken line indicated by 1192a. The tip of the rod when the working chamber 1002 is most expanded and the piston / rod assembly is at the BDC is shown at 1196. The sleeve 1194 is provided with a notch 1197 (FIG. 75 ) adapted to the movable range of the crank connecting portion 1193 at an excessive angle 1193a. The crank connecting portion 1193 is schematically shown. A cross section passing through the central portion of the rod portion is shown in “A” of FIG. 75. Here, in order to ensure the strength against the lateral push, the rod portion is widely configured in one dimension. Show. Where the tension member must be subjected to a lateral crank rotation load, high pressure gas passes through the bearing. This is naturally caused by blow-by, and if the bearing tolerance is small, this flow-by loss makes the bearing operation provided very gentle and valuable. In addition to this, or alternatively, the bearing can be passed through water, liquid, or gas as described above, directly supplied 1198 as shown in FIG. 62 , or wicked or permeated. sex material or, via the porous material 1199 as shown in alternative configuration in Figure 74, it is fed by a passage 1200. The passage 1200 provides fuel and communicates with the gallery 1200b at the sleeve. Further, the end of the sleeve passage 1200a reaches the sleeve surface exposed to the combustion chamber only when the sleeve is extended. If the sleeve is extensible and retractable, the piston (dashed line 1001 at top dead center) may have a recess 1001a that forms part of the pre-combustion chamber or tub. When the fluid in the passage and gallery is subjected to pressure waves, it is sprayed onto the fuel volume as shown at 1199a. In addition, the fluid gallery or fluid passage shown in 1200a and 1200b is only exposed to the working chamber when the sleeve is extended. When retracted, the passage shown at 1200b may be masked to reduce the possibility of fuel dribbling or fuel boiling into the combustion chamber. The connection between the tension member 1193 and the piston rod 1192 is only shown schematically, and any suitable connection means or fastening method can be employed in the configuration described above. As yet another form, “lubrication” in the configuration of the valve stem, tension member, and support member 1194 of FIG. 74 requires materials that affect the combustion process when placed in the combustion chamber. Such materials include fuels such as diesel, but it is possible to add further lubricants to this configuration. As another fluid, it is also possible to use a fluid containing water, fuel, a water-methanol mixture, or hydrogen in a liquid or gaseous state. Lubrication means providing a low friction bearing means including a liquid film and a gas bearing.

The sleeve containing the fluid gallery may be actuated to deliver fluid to the working chamber. This Figures 310 shown in FIG 320. Fluid is pumped into the working chamber by applying pressure to the fluid supply at the appropriate time. The pressure then opens the valve and releases the fluid from the fluid supply via an orifice connected to the working chamber. This is essentially what is used in today's systems that directly inject fuel and in new engines. Such a system can be applied to modern engines and / or engines according to the present invention by forming a member that forms part of the head or injector. FIG. 76 shows an example, and shows a cylinder head 1004 having one ring valve 1201 and two tension crank connecting portions 1206. Plunger 1601 is held on its pedestal, and nozzle opening 1602 communicating directly with working chamber 1002 is closed using spring 1603 held by bolt 1604 and washer 1605. The fuel supply line 1606 is maintained filled with the passage 1611 and the fuel gallery 1607. A sharp pressure wave in the fuel supply line 1606 moves the plunger 1601 along the direction 1608 against the spring 1603 to supply spray-like fuel 1609 to the combustion chamber. When the pressure wave in the fuel supply line 1606 becomes weaker than the standard level, the spring 1603 pushes the plunger 1601 back to the base and cuts off the fuel supply to the working chamber 1002. In addition, a fuel return line 1610 may be provided in the passage 1611. The fuel supply line 1606 or the fuel return line 1610 may be provided with a check valve at a convenient position.

Even a fuel delivery system without an injector can be used. Such a system is provided with a fuel passage that communicates directly with the engine combustion chamber at least during at least a portion of the operating cycle. In one form of a system without an injector, the fuel passage is provided with a small opening that is always open toward the combustion chamber. In normal operation, the fuel passage covers the fuel body. At the time of the desired fuel delivery, a pressure wave starts to be applied to the fuel from the supply source, and a part of the fuel in the fuel delivery is ejected from the minute opening to the combustion chamber. The ejection amount depends on the intensity and time of the pressure wave. After delivery of the fuel, another fuel body enters the fuel passage at a pressure corresponding to the pressure in the combustion chamber during the remainder of the operating cycle, and no pressure is applied from the fuel supply. This return pressure from the combustion chamber limits the majority of the fuel drib ring to the combustion chamber. In many forms, the combustion gas temperature during a portion of the operating cycle will be higher than the boiling point of the liquid fuel at the current pressure. Some boiling will occur at the small opening diameter, but this boiling will not proceed further due to the following two factors. The first factor is that during the initial molecular boiling, these molecules will form a gas whose heat conduction rate is relatively small compared to that of a liquid, and the liquid molecules will immediately It is a factor that the boiling is delayed. In addition, the second factor is that the initial molecules in the liquid fuel are already formed because a considerable amount of thermal energy is absorbed from the location adjacent to the gas in the combustion chamber because of the phase transition to the gaseous fuel. The reason is that the gas temperature is cooled to a temperature lower than that at which further boiling occurs. The disclosed engine is designed to be driven at a much faster speed than the conventional one, and will drive at such a high speed only when there is a minimum amount of boiling, and in most cases The amount of gaseous fuel formed in the combustion chamber during the remainder of the cycle is negligible and does not build up pre-explosion or knocking. FIG. 77 shows an enlarged view of a long and thin fuel delivery passage 1611 disposed in a cylinder head or similar configuration 1004 that connects the fuel supply 1607 and the combustion chamber 1002. Region A in the figure indicates a heated liquid fuel region, region B indicates a gas phase fuel region, and region C indicates a region of thermal charge or exhaust gas compressed in the combustion chamber. . If no fuel is loaded, the pressure in these three regions is equal to the pressure of the gas in the combustion chamber. That is, P1 = P2. First, at a point E between the liquid fuel and the heated combustion chamber gas, local boiling occurs at the tip of the fuel delivery passage shown in region B. Since energy is required for the phase transition in the region B, the fuel temperature in the region D suddenly decreases. To boil, much additional energy is required, most of this energy being provided by the gas in the fuel chamber. However, the gas is slow in transferring thermal energy, and it takes time to boil the fuel in region D. Effectively, the initial boiling in region B causes the fuel to drop or drop into the combustion chamber. In an engine running at high speed, a pressure wave occurs in the fuel supply 1607 when very little fuel enters the combustion chamber except during fuel delivery. The fuel passage does not need to be exposed to the combustion chamber during this cycle, and in the case of a fuel delivery system having an open passage as an alternative, the passage during a portion of the combustion cycle The opening is partially masked, or the opening is not in direct communication with the combustion chamber but in communication with the supply. The supply in this case will be exposed to the combustion chamber for a short time during the cycle. Among these forms, a barrier made of a porous material or a permeable material that allows the fuel to pass through is disposed in a portion that opens toward the combustible material to restrict the fuel from dripping or dropping. At the same time, delay the possible boiling. The fuel delivery device may be part of the head.

FIG. 78 is a schematic diagram showing an example. In the configuration of FIG. 78, has an opening 1611 for feeding the fuel shows a portion or head or piston / rod assembly 1004 of the cylinder, the fuel supply passage comprising a wick or porous material or permeable material 1613 1612 communicates. Mainly during the period for fuel delivery, the fuel rapid pressure wave in the supply passage is applied, it is injected into the combustion chamber 1002 as spray 1613 through the wick or the material fuel. Additionally, it may be applied to a portion of the advance total fuel required amount weak pressure wave which does not lead to predetonator onset or weak to add fuel to the combustion chamber during the expansion in some reason A pressure wave may be applied later, or both of them may be employed. As another form, you may comprise the fluid delivery apparatus from the independent single unit. As a result, the unit can be removed, inspected, or replaced at standard intervals. Although the ceramic material is very high in strength, a minute opening is spread over time due to long-term use and fuel consumption. Here will be described an example with reference to FIG. 79. In FIG. 79, a removable unit 1614 is shown that includes a fuel delivery passage 1611 mounted on a head or other configuration 1004. Single piece 1614 captures wick or filter or porous or permeable material 1613 by the threads of sinusoidal portion 1615. The upper part of the crown portion of the piston in the TDC / BDC is indicated by a broken line 1001. Unit 1614 and configuration 1004 may be formed of any suitable material including ceramic. The sinusoidal thread as described above can be used in any suitable device and can be used in the mechanisms disclosed herein. Moreover, the thread of the sine wave section as described above is not limited to use with a ceramic material. Alone 1614 has a recess 1616 which is also shown in Figure 80, the recess portion 1616, or very extremely functions additionally as a small pre-zone, or, a special device for the single insertion Acts additionally as a key point of acceptance, or acts as both. Fuel is delivered by at least two pressure waves. The first pressure wave is imparted to the recessed portion 1616 from the supply portion of the fuel supply member 1617, the pressure wave after is applied to the fuel supply 1618 after the expansion has begun. The detachable unit 1614 is illustrated as being secured by a thread 1615, but may instead be secured by other suitable means, such as a spring snap or adhesive. And a cover material having screws and bolts. Moreover, you may attach from the combustion chamber side in a head or another structure 1004, and you may attach from the opposite side. In the illustrated form, a wick is used. Instead of the wick, any device can be used, thereby, if necessary, or to some extent restrict the flow, or play a role as a heat single, or it is possible to realize all of these. The single fluid passage 1611 may be replaced by a relatively small plurality of passages that can deliver fuel in synchrony with each other. In particular, in the case of a passage having a small diameter with respect to the length, the wick can be omitted (FIG. 77 ). It should be noted that the gas produced by boiling caused in any fuel delivery passage will delay flow stall and leakage. In yet another embodiment, each configuration shown in FIG. 79 and FIG. 80, the aid of some or all of the structural features of the insert 1614 into the sleeve 1194 or head 1004 shown in FIGS. 74 and 75, the fluid The supply passage 1612 can be large enough to apply any wick, porous material or permeable material from the working chamber 1002. Where the fuel delivery is via a structure that reciprocates, similar unit 1614 can be mounted to the configuration, the additional method can be used as shown in FIG. 78.

As an alternative form of fluid delivery, there is a structure shown in FIG. 81. The configuration shown in FIG. 81 forms a low pressure circular toroidal gallery or reservoir 1620 in a cylinder head or other similar configuration 1004. In the configuration shown in FIG. 81, the head 1004 is perforated by one tensile crank connecting portion 1206, and a ring valve 1201 is provided. The reservoir 1620 is connected to a fluid supply line 1606 using a passage 1611 and using an additional check valve 1621 and to a fluid return line 1610 having a check valve (not shown). ing. The check valve 1621 protects the pump from any return pressure wave and protects the pump from back pressure created while the combustion chamber is compressed. While the fluid is being delivered, the pressure wave is provided by a plunger in a fluid delivery pump (not shown), traveling downstream through the supply line to open the check valve and to the supply. Accordingly, one fluid jet 1617 or a plurality of jets 1622 is inserted into the working chamber 1002 through the passage 1620a. Depending on the volume of the supply and the distance of the supply from the working chamber, the jet functions as a fluid heating means. Once inserted, the heated liquid fuel burns and becomes a gas more quickly, allowing the IC engine engine to run at high speed. The supply body 1620 does not need to have a toroidal structure and can be configured to be easy to use. Another embodiment is shown in FIG. 82. 82, a plunger 1623 held by a spring 1603 is mounted in a fluid supply body 1620 in the cylinder head 1004. Plunger 1623 can move in direction 1627 to inject fuel directly into working chamber 1002 at passageway 1628 at location 1626 and / or additional small pre-combustion zone 1616 at passageway 1616 and location 1629. And injecting fuel indirectly. An additional fluid return passage is not shown. Plunger 1623 may be a cam that moves via a crankshaft or camshaft, or may be electrically actuated. If the fluid is flammable and is delivered to the working chamber at a temperature higher than the ignition point and under high pressure, the fluid will ignite as soon as it comes into contact with the compressed charge air heated sufficiently at low pressure, Is provided. The resulting expansion will produce a jet of combustion gas that exits from any preheat chamber opening as shown at 1629. When the temperature in the small zone drops until the air in the small zone is exhausted or the temperature of the zone drops until the temperature falls below the ignition point due to the heat absorption of latent heat when the fluid vaporizes, the combustion in the small zone is stopped and the fluid jet is It is delivered to the main combustion chamber 1002 through the small zone opening. An additional depression is shown at 1630, which increases the surface area and conducts heat to the material around the preheating chamber.

Alternatively, the crank connecting part or the piston / rod assembly may constitute a part of the fluid delivery device. As a further form, the reciprocating motion of the crank connecting part or the piston / rod assembly is a fluid. It may be configured to cause all or part of the delivery. FIG. 83 is a diagram showing another method of fluid conveyance. FIG. 83 shows a portion of the crank connecting portion 1206 that is partially used for fuel delivery and passing through the head 1004 in the upper portion of the combustion chamber 1002. Crank articulation 1206 is the rod portion of the piston / rod assembly. The annular groove 1631 and / or at least one recess 1632 is provided in the head 1004 through which the connecting portion 1606 passes. Alternatively, the annular groove 1631 may have an easy-to-use structure such as an annular shape or an intermittent structure. The recess 1632 and / or the groove 1631 is filled with fluid from the supply passage 1606 under a constant or varying pressure. At a given location, at least one passage 1633 in articulation 1606 that reciprocates in direction 1643 can be associated with a recess or groove in the head. The passage 1633 may be configured in the shape of a groove indicated by 1636 so that fuel can be delivered to 1637 near the intersection of the connecting portion and the head. As the articulation moves, the first articulation passage or groove is severed, but soon another indentation 1638 and / or passage 1639 associates with the head to provide a controlled fluid supply to the working chamber 1002. . When a portion of the fluid is transported to the combustion chamber, the depression as shown at 1638 begins to burn where it is adjacent to the articulation as shown at 1640. A similar phenomenon occurs when water or other fuel containing water-methanol mixture is supplied to the working chamber. When the remaining fuel in each recess communicates with the working chamber, the pressure in the working chamber is approximately balanced. Depending on the fluid supply pressure, the recess provided in the tension member is completely or partially filled with fuel, and the bearing between the tension member and the head can be lubricated. Alternatively, a wick or other porous or permeable material 1641 may be provided in place of the groove or depression provided in the head. As will be described later, the piston / rod assembly can be rotated in the same manner as the reciprocating motion. A reliable fluid delivery to the working chamber can be achieved at the desired timing by carrying or by a combination of adjusting the volume of the supplied fuel and pressurizing the supplied fuel. Additional fluid return passages are not shown. The configuration shown in FIG. 83 does not require a strong pressure wave to deliver the fluid. In today's small diesel engines, fuel pumps and injectors consume up to 10% of the engine output. By eliminating such fuel pumps and injectors, engine efficiency can be significantly improved. The fluid conveyance to the working chamber will be described later.

The various fluid delivery locations can be arranged in any manner. FIG. 84 is an in-plane view of a cylinder head having a ring valve 1201, which is coaxial with the piston / rod assembly 1206 and configured with a fuel jet orifice 1228 and / or a precombustion chamber 1229. An example is shown. Distributed fuel delivery appears to have increased speed limits in order to achieve efficient combustion. In one form, fuel delivery occurs by a cam driven plunger. The example shown in FIGS. 85 and 86 shows a plunger mechanism 1230 for facilitating fuel delivery. On the contrary, the plunger is moved by a cam driven rotor 1232 that is rotatably mounted. Here, the cam follower rotating body 1232 is linked to a cam 1231 disposed on the crank disk or the cam shaft 1233. The cylinder surface is indicated by 1003. Here, the plunger is disposed beyond the fluid supply 1612 included in the structure 1612a mounted on the working chamber head 1004 and extends to eliminate the tension member or piston / rod assembly 1206. It has the shape of a kidney. The cam driven rotor 1232 has a structure that enables a constant and variable load including a high load. When the pressure in the combustion chamber increases, fluid is delivered through orifice 1602 and passage 1611 and from the fluid to camshaft / crankshaft 1233. If the crank joint is primarily subjected to a tensile load, the load on the crank while the working chamber is at high pressure is partially applied by the load applied in direction 1234 and transferred to the crank / cam in direction 1235 by the fluid. Offset, thus reducing the maximum load on the crank bearing. In operation, the cam depresses the plunger affecting the fluid delivery 1617. The cam and follower can be implemented at various timings and various reciprocating types as described herein, allowing fuel to be provided at various amounts and timings. To do. A similar plunger mechanism for moving the cam can be used to provide lubricating fluid to the engine structure or to systems such as transmissions, fluid pumps, compressors, etc. that are connected to the engine. 85 and 86 are schematic views, and the illustrated dimensions may differ from actual ones.

In other embodiments, certain portions of the cylinder assembly include substantially identical components arranged to be mirror images of each other. This component is optionally placed relative to the ports located between the components. Also optionally, the cylinder assembly is formed relative to the piston or piston / rod assembly already in the final position. For example, FIGS. 87 and 88 , respectively, schematically show pistons 1243 that reciprocate in a cylinder assembly that is a “twin cup” 1244 in longitudinal and transverse sections at “A”, where each “cup” Has a complete half cylinder and head structure. Piston when returned to TDC, the clearance space 1245 when located in the area "A", shown enlarged in FIG. 89. The piston has a hardened flange 1252. The clearance space 1245 is intermittent and not annular. However, as an option, it may be annular. Here, fuel supplied via passage 1246a by pressure waves during fluid delivery is optional, either through a wick or through a porous or permeable material 1246, through an extension member recess or passage 1247. It is pushed to the precombustion chamber 1248 and from there to the clearance space 1245. The latter is a clearance space 1245, in fact, indicated by 1245a in FIG. 89 is a general clearance space that is expanded. Some such clearance spaces, optionally with associated pre-combustion spaces, depressions or passages, may be placed around the head. The fluid may be sent to the intermittent clearance space by any method. Fluid delivered through the wick or other material 1246 can be used to provide some smoothing between the rod portion of the piston 1243 and the “cup” 1244. The two half “cups” 1244 of the cylinder assembly have their seams to the exhaust port 1249 where the working chamber pressure is low. And in this embodiment, these half “cups” are connected as shown at 1244a, and are thus accurately positioned. In another embodiment, the “cup” is arranged without being connected, but the arrangement means may be any convenient means including separately prepared components and keys. In an embodiment chosen to be suitable for application to a two-stroke IC engine, the piston reciprocates more or less horizontally, while in other embodiments it reciprocates at any angle with respect to the horizontal plane. In the selected embodiment above, the supply air is purified by the remaining exhaust gas. In operation, after the piston masks the exhaust port, these hottest exhaust gases remaining in the compressed charge rise to the top of the volume and fill the specially provided recess 1251. When the piston raises the cylinder, this recess communicates with the piston gap 1253 and then communicates with the exhaust port. In other embodiments, reciprocation of the piston within the cylinder or reciprocation of the cylinder relative to the piston is used to regulate the delivery of fluid to the working chamber. A volume or reservoir containing only fluid or containing fluid partially contained by a movable weight is combined with the moving component. This coalescence is performed in such a way that centripetal force and / or fluid deceleration creates a pressure wave in the volume that communicates with a drain hole or orifice opening towards the passageway and / or working chamber. Is called. For example, FIG. 90 schematically illustrates a portion of the working chamber 1002 having a piston / rod assembly 1206 that reciprocates in the direction 1634 within the cylinder head 1004 just before top dead center at the position indicated by the dashed line 1645. Yes. The fluid volume 1646 of the piston / rod assembly is supplied via the passage 1647. The fluid volume 1646 is then in communication with a wick or porous or permeable material that holds a large volume of fluid 1648 supplied through the passage 1606. This is done in a manner similar to the previously described embodiments. The optional fuel return path is not shown. The volume 1646 has a weight 1649 that is restrained by a spring 1603 and behind this weight is an air pocket 1650 that optionally communicates with the working chamber by a narrow passage 1651. Optionally, 1652 is provided with a shallow pre-combustion space by a depression. When the piston decelerates toward top dead center, the mass of both the weight and the fluid creates a pressure wave in the fluid. Such pressure can sufficiently overcome the surface tension of the drain hole or orifice at 1653 and the pressure of the combustion space. If the piston reciprocates and rotates, another pressure wave can be generated by the centripetal force acting on the mass of the fluid or any optional weight, as will be described later. In such a combined operation of the piston / rod assembly, tilting chamber 1646, as shown schematically by the dash-dot line at 1646a, may increase the fluid supply per cycle as the number of revolutions increases. it can.

In a further embodiment, a “no component” fuel delivery by pressure drop is used. In other embodiments, the fuel is superheated or placed in the system under a predetermined pressure. This pressure can be a function of the combustion chamber pressure as a variable. Just as the fuel delivery is about to begin, a local pressure drop in the combustion chamber is included adjacent to the fuel delivery orifice. As a result, fuel pops out. Such techniques can be used to supply all or part of the fuel requirements. For example, it is necessary for starting combustion in the pre-combustion zone. By changing the restriction of the fuel supply passage, the quality of the supplied fuel can be adjusted. For example, FIG. 91 schematically shows a portion of the piston / rod assembly 1606 when reciprocating in the direction 1634 of the site of the cylinder head 1004 and at top / bottom dead center. The rod portion of component 1206 has a recess and volume at 1655 of any configuration. This volume is masked from the combustion chamber early in the compression stroke. A dashed line 1656 outlines the initial component 1206 of the compression stroke. Near the top dead center, the depression is aligned with a fine passage 1657 that communicates with a relatively small pre-combustion region 1652. Here, since the pressure at 1655 is much less than the pressure at 1652, a sharp pressure drop occurs and fuel exits the fuel chamber 1658 and is supplied by passage 1606 and optional non-return valve 1621. An optional fuel return path is not shown. The pressure in chamber 1658 would previously have been equal to the pressure in the fuel chamber by a small open fuel delivery drain hole 1653. In a drain hole type system, there will usually be a volume just behind the hole. Note that this volume could be a volume that contains enough fuel for one combustion cycle under certain operating conditions. This volume in turn communicates with the fuel supply. A small electric heater 1659 coupled to the electrical circuit at 1660 can be used in chamber 1658 during a cold start to heat the fuel delivered during each combustion cycle to the desired temperature. Optionally, variable heat is input to compensate for various rotational speeds at the start. This system can be augmented by one or more conventional pressure waves in the supply passage 1606. Supply passage 1606 opens non-return valve 1621 to refill fuel chamber 1658 or to supply additional fuel during the fuel delivery period. In other embodiments, a replaceable or removable, combined fuel delivery / pre-combustion zone unit can be located in the piston / rod component or cylinder assembly, including the head. For example, FIG. 92 shows a combination unit 1665 screwed into a piston / rod or cylinder or head 1004 by a driver or key in slot 1664. Line 1663 is for an approximate curved cross section. A fuel delivery reservoir or volume 1658 is supplied via a fuel supply passage 1606. A heater 1659 is coupled to the end 1666 of the female opening 1667 in the head and is connected to the electric circuit 1668 of the head 1004. 1621 shows an optional non-return valve. For soft metals, a unit 1665 is placed on one or more washers 1671 for sealing. A dashed line 1610 shows an optional fuel return path. Fuel can be delivered via one or more pressure waves in the supply passage 1606. Fuel can be fully delivered to the optional pre-combustion zone 1652 of unit 1665, as shown by splash 1669. And / or, as shown by splash 1670, it can be fully delivered to some or all or the rest of the cycle. The amount of fuel delivered depends on the strength and duration of the fuel delivery pressure wave. Here, the detachable unit is placed from the combustion chamber 1002 side of the head. However, from the other side of the head, even along the line shown schematically in Figure 9, it can be placed without problems in the same manner. All fuel delivery apparatus described up to this point, as shown in 1665 of FIG. 92, it is adaptable for use with the unit of removable type. This unit is shown to be attached by a screw thread. However, any alternative fastening for devices similar to unit 1665 or devices including unit 1665, including those snapped using springs, adhesives, cover plates with screws and bolts, etc.・ Attachment means can be adopted.

In a further embodiment, one or more maze-like complex seals, typically including small depressions or grooves, to reduce gas blow-off at any location, piston / rod assembly and / or cylinder It can be provided in the assembly. For example, schematic FIG. 93 shows that a portion of piston 1243 moves in the direction of the arrow during compression of a portion of cylinder assembly 1244. The recess 1254 is located in the piston / rod 1243. In selected embodiments, the walls of the cylinder assembly 1244 are provided with correspondingly spaced recesses or grooves 1255. When placed at the top of the IC engine, the groove will tend to be filled with inert exhaust gas rather than normal charge. When the piston moves onto the cylinder and compresses the supply air, the groove pressure is always close to the supply air pressure at that time, but slightly less. Various pressure levels are indicated by P1, P2, etc. It is known that the smaller the pressure difference between two gas reservoirs, the slower the gas transfer rate per unit mass between them. Therefore, the speed of movement as the gas moves in the piston / cylinder clearance space 1255 (blow through) is likely to be reduced. For the sake of clarity, the depressions 1254 and 1255 are shown larger than general practice. The latter is shown larger than the former, but may be of any size relative to each other. The dent may be single or multiple, continuous or intermittent, any shape, depth, range, linear or curvilinear, running in any direction with respect to the axis of reciprocation May be. In selected embodiments, the indentation is continuous and annular. Here, the depression or groove is shown in both the piston and the cylinder wall, but it may be in only one component.

In a further embodiment, sagging is taken in the bearing as an alternative to adjust sagging by forming a stretchable crank link that is elastic and flexible. The extension member may be rigid and unbent. If the bearing movement can be limited in one direction and this bearing, which adjusts the slack, always allows the transfer of the load, the extension member is designed to function also for compression. May be. In a twin crank engine, if the link can transfer both extension and compression loads, the two links may share each expansion process so that it is carried by a single link. In addition, the total load of each load and the load carried by each bearing and crank throw can be reduced, and the structure can be reduced in weight everywhere. In addition, the engine runs more smoothly because the crankshaft receives a more evenly distributed load. In this example, the bearing between the crank and the extension link was considered. However, any and all of the above features are equally applicable to the bearing between the extension link and the rod of the piston / rod assembly. Alternatively, it is equally applicable to any suitable bearing of any engine or mechanical system. For example, FIGS. 94 and 95 schematically show two versions of a cross section of a “stretch circle” bearing that can be deflected. There, a link 1282 that can be incorporated in both extension and compression is integrally attached to a non-annular outer bearing shell 1283. A partial appearance of the crank disk is shown schematically at 1295. Between the outer shell and the shell of the inner bearing 1284 is a compressed material 1285, and FIG. 94 shows an intermediate shell 1286 containing this compressed material. This intermediate shell can rotate freely and can be arranged relative to the outer shell by means of a guide shown schematically at 1287. 1285 can include any type of compressed material, such as elastic ceramic fiber assemblies, polymers, and springs. In selected embodiments, fluid is used. Gas is preferred. When the link is taken in direction 1289, the gap between the shells in the “a” position tends to decrease. If an opening is provided in 1290 and the clearance space is minimized at 1291, the fluid under pressure receives force in this gap and is pushed into the clearance space 1292 of the main bearing, and the bearing support portion. Supply. In the case of a gas bearing, the pressure wave can be made proportional to the load by such means. If the compressed material is a fluid in FIG. 95 and the clearance space is kept to a minimum at 1293, the fluid pressure on the bearing surface during operation is more or less persistently proportional to the load. The compression component at 1285 can be any material and can be a solid, liquid, gas, or a combination thereof. A movable range of the shell 1284 is indicated by a broken line 1294. In a further embodiment, if it is desired to quickly move the bearing shells in relation to each other, a gradual pressure relief is provided to support rapid shell movement. For example, in FIG. 95 , the crank web disk 1295 is provided with an opening 1296 coupled to the passage 1297 so that when the disk rotates in the direction 1298, the relative angle with respect to the link 1282 changes and both openings simultaneously have a volume 1288. And fluid transfer from one side of the volume to the other. As the crank continues to rotate, the relative angle of 1282 changes and masks one of the openings, thus blocking the transfer of gas through the passage. FIG. 96 shows an outline of the variable radius of the inner surface of the outer gas bearing shell. This shell is supplied with fluid, optionally under pressure, through opening 1299. This allows for a clearance gap that gradually increases with respect to the periphery of the contact area as the inner bearing shell 1300 approaches the midpoint of its relative movement range. Since the inner profile of the intermediate cross section of the shell 1283 is different, the moving speed of the inner shell 1284 is different between the ends. Therefore, the speed of acceleration and deceleration of the piston depends on the change of the shell profile. The gas bearing pressure can be made directly proportional to the pressure in the combustion chamber (and therefore partially proportional to the load on the link) by means of a small passage 1301 communicating with the chamber. Thereby, via the non-return valve 1302 serving as opening and / or options, both sides of the volume as shown in Figure 94, or in any side only as shown in FIG. 95, the bearing region overwhelmed Gas can be supplied. The passage from the combustion chamber is blocked by a filter or one-way valve mechanism, indicated schematically at 1303. A one-way pressure relief valve as part of the mechanism 1303 permits passage of high-pressure gas only in the 1304 direction. Thereby, the pressure of a gas bearing can be made higher than the pressure of the combustion chamber during the period of the cycle part.

In a further embodiment of a rubber-elastic or variable length link between the piston or piston / assembly and the crankshaft crankpin or large end bearing, the link can be anywhere, but optionally at least at its end One has a spring linkage to the bearing using one or more arbitrary types of springs, including metal coil springs. For example, diagram 500 schematically illustrates a bearing that can be placed anywhere in this chain. It is self-evident that this can replace conventional large end bearings and / or small end bearings. The outer bearing shell 14 is added to this chain by any means, including the joint 16 and any kind of special bracket. Here, it is in the form of a horseshoe with a closed end 15. The connection between the crank and the piston / rod assembly 17 having a penetrating end includes a collar 18 secured to this end by any means such as a joint 16 and is arranged to cover it. One spring 19, pushed through a hole in the bracket 15, and another spring 19 and a cleaning part 20 even placed over it, all of which are defined by a twin locking nut 21. Set to position. In other embodiments shown in FIG. 501 , an apparatus similar to a cushioning material may be used. If the fluid pump loss can be tolerated, the modified cushioning material itself can be used. Here, the outer tube 23 is attached to the outer bearing shell 14 by any means including the joint 16. An inner tube 24 having a closed end is similarly attached to the other outer bearing shell 14. A spring is located at 19 and can be taken in either compression or expansion and is optionally attached and secured to its bearing surface by any of a number of conventional means known today. Including a spring to fit different conditions shown in FIG. 499 may be used springs any structure. For example, the embodiment of FIG. 500 is suitable for the configuration of FIG. 499C , but can be applied to any configuration of FIG. 499 by removing the spring on either side of the bracket or changing the speed of the spring. is there. The link can also be used as both a mainly compressing member and a mainly extending member. Similarly, If the spring is fixed to the bearing surface, the embodiment of FIG. 501 is applicable to any configuration of FIG 499. The link can also be used as both a mainly compressing member and a mainly extending member.

For example, in the case of a hybrid engine, the exhaust pressure is convenient to use exhaust gas at high temperature and pressure to power the turbine and to remove unwanted material from the two-stroke combustion chamber. It may be desirable to have a condition of low. This is easy because there is only a small amount of the total exhaust gas for the incoming charge that replaces it. In selected embodiments, at least two separate discharge processing volumes are provided in the engine. Each of them discharges at a different temperature and pressure. In a further embodiment suitable for a two-stroke engine, a sufficient amount of exhaust gas leaves the combustion chamber at high temperature and pressure well before the intake valve opens. The remaining, less exhaust gas is cold and low pressure and is replaced by the incoming air supply. This easily removes unwanted material, after which the gas is optionally remixed, processed, and / or supplied with a turbine inlet at an average of two earlier temperatures and pressures. To do. As described below, in an alternative embodiment, the combined reciprocating / turbine IC engine reciprocating stage may deliver exhaust gas to two or more turbine stages. Optionally, exhaust gases from different exhaust gas volumes in the reciprocating engine stage may go to any combination of engine stages for the purpose of extraction processing from the exhaust gas thermal energy. (This is a process commonly known as mixing or adding bottom cycles.) One or more stages are Stirling engines, steam engines, devices that extract electrical energy from hot gases, and many that change temperature and pressure. Turbine stages, and any combination thereof. As long as high pressure / high temperature exhaust gas is used for mixing, low temperature / low pressure exhaust gas can be used for any other purpose. This includes heating of buildings, cars, ships, airplanes as well as the exhaust gas can do it after leaving the bottom cycle. As an example of an engine with two-stage exhaust, FIG. 97 schematically shows a cross section of a five cylinder engine with a high pressure, high temperature exhaust volume at 1308 and an outlet at 1309. This volume 1308 is surrounded by a low pressure, low temperature volume having two outlets 1311. Suitable configurations for separate exhaust gas volumes can be employed, including those for single cylinder engines and many other cylinder engines. As another example, FIG. 98 shows a schematic configuration of a mixing system having a reciprocating engine 1312 having an ambient air intake 1313, a high pressure exhaust gas 1314, and a low pressure exhaust gas 1315. The high-pressure exhaust gas is guided to the outlets of the high-performance turbines 1316 and 1317 at a pressure almost equal to the pressure of the low-pressure exhaust gas 1315 with which the high-pressure exhaust gas is mixed. Guided through another energy recovery device 1318, it exits 1319 with as close to ambient pressure as possible. Optionally, the first turbine 1316 may be coupled to a second turbine or other device 1318 by a shaft 1320. This may be a turbocharger that supplies compressed charge via an optional tube 1313a for the engine 1312. In addition or alternatively, the turbine may be mechanically coupled to the engine 1312 at 1320a. And / or second engine 1318 may include a heat storage system that transfers thermal energy to an air intake of engine 1312 at 1313a.

For example, Figure 99 shows a portion of a cross section of a schematic engine of FIG 97. Here, the high-pressure exhaust gas port 1321 closed by the non-return valve 1322 activated by pressure communicates with the high-temperature high-pressure exhaust gas reservoir 1323. Piston 1323A masks port 1324 when close to BDC / TDC and communicates with low temperature low pressure exhaust gas reservoir 1325. The heat insulating structure 1328 includes both the volume 1323 and the volume 1325. Another example shows a longitudinal section in FIG. 100 , and FIG. 101 shows a transverse section in which the cylinder is cut at "A". FIG. 102 shows one valve 1326. Piston / rod assembly 1323a and ring valve 1201 are reciprocated by two substantially identical “cups” -like components 1224 that are arranged in mirror image relative to each other and separated by third component 1224a. And two separate exhaust gas treatment volumes 1323 and 1325 surrounding the periphery are combined. The high pressure volume 1323 has four snap-attached non-feedback spring loaded volumes 1326. In the extended stroke, the gas is under a high enough pressure to open the non-return valve 1326. When the piston exposes the low pressure exhaust gas volume 1325 through the central port 1324, the chamber pressure drops and the spring loaded valve 1326 can be fully closed. In the compression stroke, the pressure is much lower and is insufficient to reopen the valve. The module is assembled via extension fasteners 1327. It is also fitted with a partially evacuated insulation cover 1328 and is separated from the structural elements by a trap air space 1329. An intermediate insulating partition is shown at 1328a. The multiple cylinder modules are attached to each other via extension fasteners 1330 and the crank cover 1331 is finally attached at 1332. Similar structure comprising an extensible fastener 1327, Figure 87, is also shown in Figure 88.

The working chamber of the stub cylinder having a shallow center may have a toroidal shape. 103 and 103 show, for example, a cross section of such a working chamber as viewed towards the cylinder head. If multiple fluid delivery points 2001 are provided on each toroidal 2002, the toroid can take into account a series of adjacent, synchronously acting working chambers 2003. The conceptual boundary is shown in 2004. In particular, the feature of the engine of the present invention is to greatly reduce the reciprocating mass as a design constraint, so with this approach, the entire working chamber is effectively a single cylinder application. It will be appreciated that it can be as large as desired in. The components can be virtually any size. Even very large IC engines, such as ships and railroad applications, can have 1, 2, 3, or 4 cylinder configurations. The advantage of the toroidal type is that it relatively reduces both surface area and seal length per unit volume. And it is possible that the stroke per unit volume and hence the piston speed can also be reduced. Table 1 shows how these and other parameters vary with the working chamber geometry, using the chambers of FIGS. 105A , 105B , 105C , and 105D as examples. In this diagram, the number represents the length in arbitrary units, the symbol “d” represents the diameter, and the chamber of FIG. 105A represents a conventional working chamber with an inlet and an exhaust poppet valve. “R” represents the radius of the cylinder working chamber of a conventional engine. “R1” and “R2” represent the inner radius and the outer radius of the toroidal working chamber. The chambers of FIGS. 105B , 105C , and 105D are the valveless configuration disclosed herein elsewhere. Assume that all chambers have a geometric compression ratio of 16: 1. In this document, the compression ratio may be abbreviated as CR.

Table 1: Variations of combustion chamber geometry parameters Engine type (see Fig. 105 ) A B C D
Volume: Unit is cubic 50.3 150.8 251.3 502.6
Average piston speed (at 100rps) unit is ps 800 800 800 800
Piston speed / unit volume: ratio 15.9 5.3 3.2 3.2
Stroke / unit volume: ratio 0.079 0.027 0.016 0.016
Chamber surface area (excluding pistons): Unit is 62.9 138.2 213.6 364.4
Surface area / unit cubic (volume): unit is square 1.26 0.92 0.85 0.73
Seal lineage: Unit 23.9 37.7 62.8 62.8
Seal lineage / volume: Unit 0.475 0.25 0.25 0.125

  The surface area of the piston is excluded. This is because in conventional engines, heat loss and hence efficiency loss is primarily due to cooled surfaces, engine blocks, and cylinder heads. In the engine of the present invention, heat transfer and hence heat loss by the piston is negligible. Compared to a conventional working chamber with an equivalent sweep volume, a working chamber with a toroidal configuration reduces three important design constraints. That is, constraints on unit volume, stroke and hence piston speed, constraints on heat loss due to surface area and hence traditional cooled surfaces, and constraints on seal lineage and hence blowthrough loss. The advantages of toroidal working chambers over conventional cylindrical working chambers also apply to cooled engines, pumps and compressors.

In other embodiments, further simplification is achieved by eliminating the actuated valve and all the mechanisms that it requires. The interior of the piston / rod assembly can be used for a number of potential purposes, including as supply, exhaust, or both, as a conduit for engine gas. As the piston / rod assembly reciprocates, it can be adjusted for cross-flow porting in a two-stroke engine. For example, FIG. 106 schematically illustrates such a configuration. Here, a fully reciprocating piston / rod assembly 2006 moves in a cylindrical housing 2005 where the toroidal working chamber 2011 is maximized and the toroidal working chamber 2012 is compressed to the maximum. The piston is located at the top dead center / bottom dead center. Piston rod 2006a is shallow and includes intake or exhaust conduit 2008, one of which communicates with combustion chamber 2011 via an exposed port 2009. In this example of a two-stroke device, it is clear that the fluid flow is induced to cross diagonally across the cross section of the toroidal working chamber. The flow can be in either direction. In another schematic example of a valveless device shown in the examples of FIGS. 107 , 108 and 109 , the discharge “end” and intake “end” of the working chamber can also be interchanged. FIG. 107 shows that all of the internal ports 2009 communicate with one end 2014 of the reciprocating assembly 2006. FIG. 108 shows that the internal ports 2009 for both the toroidal working chambers 2011 and 2012 are supplied from both ends of the central passage 2020 and coupled to the central passage 2020. Figure 109 is a piston / rod assembly 2006 reciprocating, for example using a 2015 transmission port, it shows how that can act as a conduit for both the fluid discharged with the fluid to be captured. The port 2009 communicates with a tubular processing volume 2017. The processing container 2017 is separated from other cylindrical fluid processing volume 2018. The processing volume 2018 is then in communication with the transmission port 2015 by the opening 2019 and the closed passage 2016. This is a shape as shown here for noise reduction, ie, a tapered shape. In other embodiments, a large number of variable diameter, toroidal working chambers are simultaneously compressed and then expanded. An example is shown schematically in FIGS. 110 and 111 . Only half of the complete piston and cylinder assembly is shown here. Each of the toroidal combustion chambers 2021, 2022, and 2023 has the same cross section, but different diameters. The dimension “b” represents the sum of the stroke and clearance space, and the dimension “a” represents half of the outer radius of the toroidal combustion chamber minus the inner radius. Since the two components are stepped, it is easy to design a bearing surface with the required hardness. With the configuration shown in FIG. 110 , the two ports 2009 and 2009a are located near the midpoint of piston movement, in a relatively short time (after the piston has moved at maximum speed) compared to the porting time at bottom dead center Allowing them to fit each other is allowed. This is suitable for the purpose of supplying excess air to the exhaust gas of the IC engine or cooling the exhaust gas. FIG. 111 shows a configuration without such an overlapping arrangement, ie, a port-to-port arrangement. 110 and 111 are schematic and show only one “side” working chamber of the driven piston, ie, the working chamber supplying power at each end. That is, the working chambers are all at the top dead center or the bottom dead center in synchronism. From the foregoing, it is clear that a working chamber may be added on the other “side” of the piston. Such a toroidal working chamber with coaxial varying diameters, as shown schematically in Figure 111, in the entire engine size, allowed the bond between supply air processing and other systems of IC engines The In this figure, 2024 and 2025 are coaxial auxiliary systems. Such systems may include superchargers, blowers, impellers, turbochargers, starters, generators, turbines, or other combined engine systems. Alternatively, the volume shown in 2024 or 2025 may be occupied by a system that is not a direct part of the engine, such as a liquid or gas pump, rocket motor, exhaust gas treatment volume, generator and / or starter motor. . Obviously, the fixed component and the movable component can be interchanged. For example, in FIGS. 110 and 111 (showing combustion synchronized at maximum expansion), component 2006 is fixed and component 2005 is movable. It may be applied in this way for a liquid pump device mounted coaxially with or on the pipe carrying the liquid. All figures in this section are simplified and the fuel delivery and lubrication system is not shown.

In a further embodiment of the engine of the present invention, the reciprocating element can be mounted on a crankshaft using a device known as a Scotch yoke. Examples are schematically shown in cross-sectional plan view 112 and cross-sectional front view 113 . Here, a conventional crankshaft 3001 that rotates relative to the shaft 3002 is included in a housing system or assembly 3007 that reciprocates in a direction 3013 through the elongated groove 3003 of the piston / yoke element or assembly 3004 and is rigidly interconnected. , Opposite working chambers 3005 and 3006 are defined. In operation, the inner surface 3008 of the groove 3003 pushes the crank pin 3009 having the shaft 3003a to rotate the crank shaft 3001. For simplicity, the crank bearing and the bearing housing are not shown. In selected embodiments, FIG. 114 schematically shows details of bearings 3010 mounted on crankpin 3009 and alternately positioned on surface 3008. Any convenient type of bearing can be used. Here, a roller bearing is shown. Preferably, the inner width of the groove 3003 should be slightly wider than the diameter of the crankpin or bearing, and a clearance gap 3010a is always provided on one side of the pin or bearing. Here, as noted elsewhere, if an energy storage and retrieval system is desired, or for other reasons, including shock absorption, a reciprocating element as shown schematically at 3012 An elastomer or compressible element can be introduced between the cylinder and the crankpin. Here, the element is placed between the bearing 3010 and the crankpin 3009. An elongated bearing sleeve 3011 may be placed in a reciprocating assembly 3004 to define a groove 3003 and separated from the groove by an elastomeric material 3012, as indicated by the dashed line at the bottom of the figure. Instead of or in addition to the elastomeric material between the bearing 3010 and the crankpin 3009, a contact shell is placed on the roller or other bearing so that it is separated from the roller or other bearing by the elastomeric material. May be. The elastomeric material is sandwiched between the outer surface of the bearing and the annular shell that contacts the groove 3003. FIG 121 the same configuration. In some applications, it may be practical to have only one set of sleeve or shell and elastomeric material. The scotch yoke / crankshaft assembly may be driven by one or more working chambers mounted on one or both sides thereof. Examples are shown schematically in Figure 115. The center of scotch yoke mechanism, shown in FIGS. 112 to Fig. 114. The right side of FIG. 115 is a toroidal working chamber 3005 and a cylindrical working chamber 3006. On the left side are toroidal working chambers 3005a and 3006a. This is because the piston / rod / yoke assembly 3004 extends through the housing or cylinder assembly 3007 at “A” to drive some other mechanism or engine. If this other mechanism rotates, place the device that converts reciprocating motion into rotational motion, including those described elsewhere here, at the "A" position or outside "A" Can do. If If stronger to about the same degree in the same manner the compression and the yoke assembly for reciprocating extensible, in embodiments a similar manner to in FIG. 122, it is possible to place the working chamber on only one side of the yoke assembly. Single reciprocating device / multiple working chamber module of Figure 112 through Figure 115 will increase, and / or may be combined with other elements in any way. Selected embodiments are shown schematically by way of example in FIGS. 116 , 117 , 118 . Many of the working chamber with a piston / rod / scotch yoke assembly, module 3028 speaking Overall, as shown respectively as an option in the figure above, are coupled by a shaft 3028A, the module is a schematic diagram 116 do oriented in the same plane of, or directed to two surfaces perpendicular to each other like a schematic diagram 117, a number of surface having no regular angular relationship to each other as a schematic representation 118 Oriented. The external shaft assembly 3029 drives any kind of components and mechanisms, as well as a transmission 3031, wheels 3032, propellers 3033, other systems not shown such as generators and / or motors, pumps, compressors, and more The second engine 3034 may be communicated. When a single or multiple units 3028 are mounted for multiple drive shaft systems, each shaft is relative to each other by conventional gear and / or the apparatus shown in FIGS. 119 , 120 , or any other means. The scotch yoke / crankshaft operates at a relatively different speed.

In selected embodiments, the reciprocating element pushes at least two coaxial, but separate, crankshafts that rotate in opposite directions. The main purpose is to improve the balance load. Cross-sectional plan view 119 and cross-sectional front view 120 schematically illustrate an embodiment having two separate crankshafts 3014 that rotate in opposite directions relative to a common shaft 3014a. Each of these crankshafts has a crank disc or wheel shaped crank throw 3015 with protruding crank pins 3016. The crankpin is located in a single elongated groove 3003 of a piston / rod / yoke assembly 3004 that reciprocates in direction 3013 in a complete housing or cylinder assembly 3007 and defines two working chambers 3005 and 3006. Yes. Each shaft is mounted on a bearing 3017 and then mounted in a complete housing system or assembly 3007 and further restrained by an optional propulsion bearing 3017a. In addition to or as an alternative to the bearing 3017, the crank throw wheel perimeter 3018 is constrained by a common idle wheel bearing 3019. The optional variable two-speed drive is driven by a bevel gear 3020 that can be independently linked, and each gear meshes with a concentric sawtooth ring 3023 that is complete at the crank throw wheel when linked, The crank throw wheel temporarily drives the opposite side of a single bevel. One bevel is placed on the shaft 3021, the second is placed on the shaft 3021 a, and the two shafts are placed so as to be slidable with respect to each other. These shafts are rotatably connected by a spline 3022. Alternatively, the chamber motion is transmitted by one or both of the crankshafts and at least one gear is provided only for coupling the shafts. Here, a simple two-speed system is illustrated, but it is also easy to design a more complex system having three or more drive shaft speeds. The figure is schematic and not a fixed ratio. Any convenient size can be chosen for both crank throws and bevels, and they can choose any desired number of teeth to give any convenient variation in drive ratio. Alternatively, the configuration of FIGS. 119 and 120 can be used to provide a fixed ratio of final drive, where the crank throw has a set of teeth to engage with only one bevel. Whether with a fixed drive or a variable drive, the bevel may optionally be disengaged to provide some form of clutch. This may include a synchromesh type gear. The difference in the radius of the tooth ring 3023 determines the gear stage of the machine to a significant degree. To increase the step, as shown by the broken line 3018a in the upper left portion of FIG. 120, by further increasing the crank disk, it is possible to increase the radius of the outer toothed ring. The crankshaft and the crank disk can be unequal in size to absorb unequal loads. Instead of the bevel gear, the crankshaft may be coupled by any kind of gear or other mechanical drive. Alternatively, the crankshafts need not be mechanically coupled, particularly if the shafts are connected in a system with approximately equal loads. The crankpin may be configured in any convenient way.

By way of example, detailed FIG. 121 shows a pin assembly that includes the crank pin itself 3016 (attached to the crank wheel). There is a roller or other bearing 3010 mounted thereon, above which is a compressible cylinder 3012 of any convenient material placed in a bearing shell 3011. A partial outline of the surface of the elongated groove is indicated by a dashed line 3008. The compressible material 3012 of FIG. 114 here tends to absorb the impact of a rapid change in the direction of reciprocation. Also shown in FIG. 120 is an optional second system of shaft and bevel 3024 that may be driven by an exhaust gas driven engine or turbine system 3025, and then either the drive shaft 3021 or the crankshaft 3014 Or act on a crank throw wheel taken out by both. In the embodiment of FIG. 120 , the working chamber is a combustion chamber. The working chamber is also surrounded by a generally toroidal exhaust vessel 3026 that communicates with an engine system 3025, such as a Stirling engine, turbine engine or steam engine, via a passage schematically shown at 3027. Is transmitted to the main crank via a passage 3027a to the bevel gear 3024. Obviously, the drive takes place from or to the main engine via a system that combines twin crankshafts. The twin crankshaft here is at least one bevel gear 3020. Bearing systems 3017, 3017a, 3019, 3019a are shown as examples. There may be unnecessary things in individual applications. The counter-rotating crank may be coupled to individual devices such as generators and pumps by a number of fixed or optional meshing devices. For example, the bevel gear 3024 can be part of the drive chain to the gas compressor or generator or part of the drive chain from the starter motor. Such a starter motor unit may function as a generator that can convert the entire processing of the engine into electrical energy. In other embodiments, if the piston / rod / yoke assembly is about as strong in compression as it is in extension, the driving force is transferred to or from the working chamber mounted on only one side of the crank wheel. A single crank wheel or counter-rotating crank wheel may be used for transmission. In the example of FIG. 122, a yoke associated with the features of FIGS. 112 and FIG 113 are combined with working chambers 3005a and 3006a of Figure 115, it is mounted to a rigid enclosure 3007. Preferred optional features of the present disclosure, the piston / rod assembly, one or more ring valve of the working chamber of the head, Figure 106, Figure 153, cross-flow porting 169, and the configuration of FIG. 170 and FIG 184 And may be embodied in any engine, compressor or pump having a scotch yoke.

  In yet another embodiment, the crankshaft and connecting rods of fixed or variable length are collectively removed. Instead, the reciprocating piston / rod assembly, which becomes the “crankshaft”, is “spun” or rotated to provide a substantial drive shaft. Thereby, further simplification is realized. Spin is realized by combining a guide, a ramp, a cam and the like. In this manner, the reciprocating motion activated by combustion is converted into a torsional motion, so that the piston / rod assembly simultaneously performs reciprocating motion and rotation. As can be seen from the examples below, it is generally easy to arrange for multiple reciprocating cycles to complete the rotation of one piston / rod. For engines that operate more efficiently at high speeds, the reduction in the number of revolutions per minute of the drive shaft, which corresponds to the period of reciprocation-a difference of orders of magnitude, i.e. a factor of 10,-makes the engine a wide range of applications. It can be used for. The new engine reciprocates faster than the unit, so these can be replaced. However, installed transmissions, propellers, etc. are suitable for today's relatively low engine speeds. The conversion of high-speed reciprocation to low-speed rotation indicates that the new engine is easily adapted to existing applications. In the following embodiments and examples, a piston assembly that mainly performs reciprocation and rotation will be described. Also, the “piston” is fixed and surrounds it, and the cylinder assembly reciprocates and rotates. All suitable embodiments shown here are applicable to fixed piston / movable cylinder applications and embodiments. The guide system disclosed by the example shown here may be part of a working chamber, mounted between two pistons and cylinder modules relatively close to the working chamber, or outside the piston and cylinder modules. It is mounted and used at any convenient distance.

  For example, the engine may drive other mechanisms such as a pump or a guide system located on the pump on the side away from the engine. In yet another embodiment, one of the plurality of guides or cam systems can be operated at one time, the other guide or cam system can be operated at another time, and / or the guide system can be replaced. It is. Different applications can be executed for the same base engine by changing the reduction ratio. The guide or cam system is intended to be removable and replaceable in some applications, and in other applications one engine includes more than one guide or cam system. The one that moves exclusively and selectively, like the engine, along with its guide or cam system, functions as a transmission with variable speed. A cam system may be included in the combustion chamber. For example, a toroidal chamber has an area where a portion of the surface is sinusoidal. In such a case, the cam system includes a series of discrete but transmitting combustion chambers to form a roughly sinusoidal toroid. Cam systems in many applications must at least partially include two surfaces. These two surfaces sometimes directly or indirectly affect each other (bearing in direct contact is not necessary if an air bearing system is used). The cam system can also be used to perform other functions such as pumps and compressors. Pumps and compressors take in and / or discharge engine gas or fluids such as oil, water, and air. It is noted that the engine of the present invention includes two main components, the piston / rod and cylinder assembly. In the embodiment described above, one is fixed and the other is movable. In the case of a device with an engine or cam system, one component simultaneously rotates and reciprocates in relation to the other components. When the cylinder assembly is mounted for rotation within the housing, the two independently rotating shafts may transmit power from a single engine. Such an engine simultaneously functions as a differential device and is used to transmit power to a vehicle, a counter-rotating aircraft, or a marine drive unit such as a propeller, a screw, and an impeller.

As an example, FIG. 123 is a diagram showing the basic principle of one cam system. A groove 2049 having a sinusoidal surrounding shape surrounds the center point of the piston / rod assembly 2050. The piston / rod assembly 2050 is mounted on the cylinder assembly 2052 so as to determine the two working chambers 2011 and 2012. A guide 2051 is fixed to the cylinder assembly 2052 in the groove. Thereby, all reciprocation is partially converted into rotation. The dimension “a” indicates the width range in the surrounding band in which the cam system operates. Basically, the cam and trench system is an opposing system, and the opposing surfaces are aligned along direction 2053. When the cam system is conveniently referenced along a sinusoidal shape, the actual shape may be any zigzag or repetitive structure. For each application, there is a specific optimal profile, here a square 2054 is shown. Square 2054 schematically describes a reciprocating cycle and a repetitive unit. FIG. 124 shows a profile of a device such as an IC engine, compressor or pump, which is optional of the type disclosed in FIGS. 110 and 111. FIG. The profile of FIG. 124 has three cam systems, each with its own guide. Each of these guides operates within bands “a”, “b”, and “c”. The cam profile for one reciprocating cycle may be the same for each band. On the other hand, different numbers of profiles or cycles are arranged sequentially within each surrounding band. The band may have various cam profiles or various guide structures. Each above-described system has a female element and the male element, corresponding to the groove 2049 and the guide 2051 in Figure 123. In the three cam system of FIG. 124 , the male element is fully or partially shrunk, and the male elements of one band are engaged at any one time. This is because the load is transmitted alternately from one facing surface to the other, and the groove profile does not have to correspond exactly to the piston movement path associated with the housing. When one cam system is disengaged, the other cam system is engaged and the rate of rotation changes in relation to reciprocation. Thereby, the apparatus schematically shown in FIG. 124 can be a three-stage variable transmission. The groove, as shown in FIG. 123, small guide may have a clear path 2055 to allow the rotation of the no reciprocating piston, and / or, permit reciprocation of no rotary piston A path 2056 may be provided. FIG. 123 is only a schematic diagram, and it should be noted that the scale is not drawn (the pitch of the reciprocating motion enabled by the groove and the guide does not correspond to the stroke of the working chamber 2011). . The drawings merely serve to illustrate the principles described above. FIG. 125 is a diagram schematically illustrating examples of guides of various sizes, which are fully or partially collapsed. It includes a continuous slide tube 2057, biased to a constricted portion within the housing 2058, and several hydraulic or other operations cause each tube to protrude sequentially. The tube with the smallest diameter is caused to protrude ahead of the tube with the larger diameter, with the retraction provided in the reverse order. The wick or porous material or other lubrication device is installed at 2058a with a small capillary hole 2057a. Holes 2057a contain lubricating creep in individual tubes. If the minimum configuration of the guides draws a clear path in the groove, the configuration of FIG. 124 is accomplished by having a minimum configuration in each of all three extended cam system guides. During extension, the guide is selectively and / or continuously expanded for only one of the cam systems for effecting rotation. This means that a cam system having an adjustable part such as a shrink guide may be used to function as a clutch. Without meshing, the engine only reciprocates and begins to rotate as the cam system meshes. When the guide is a roller, it is preferable that the roller is tapered corresponding to the opposed surface of the inclined cam. As an example, FIG. 126 shows a cross-sectional view through a piston 2059 in a cylinder 2062 having a rotation axis 2060. The two rollers 2061 are fixedly mounted on the cylinder 2062 and rotate about the shaft 2063 when fitted in a groove or channel 2064.

FIG. 127 schematically illustrates a portion of a cam system that includes a facing surface that is sinusoidal in shape surrounding a portion of a groove, such as a band. The case of twisting back and forth corresponds to the box-shaped portion 2054 in FIG. 123 , but a different cam system is shown here). The male element or guide 2065 is continuous and has a sinusoidal facing surface 2066. The axis of rotation is shown at 2067. The groove acting against the opposing surface is indicated by 2067a. Groove 2067a is shown with a system shown as a solid line at one upper / lower dead center and a dashed line at the other upper / lower dead center. Kinetic energy drives the system across the bridge at “a”. Such cam systems are part of a pair of toroidal chambers and are used in pumps, compressors and IC engines. For example, a compressor has an inlet at 2068, an outlet at 2069, a transport port at 2070, and a transport chamber at 2071. In the case of a two-stroke engine, or in a combination of operations performed by the cam system, one side of the guide compresses the engine charge and the other side ejects exhaust gas. Obviously, the cam system defines at least one toroidal combustion chamber. In the case of FIG. 127 , two toroidal combustion chambers with a volume 2012 under compression and a volume 2011 under expansion are incorporated. Such a combustion chamber will be described more fully in later descriptions. If the interior of the piston / rod assembly that is both rotating and reciprocating is used to supply the charge, the internal design of the piston / rod assembly and the placement of the ports will determine the ignition of the charge in the chamber and Used to spin, slew and swivel the charge when combustion is desired.

  For a particular application, including many pumps and / or compressors requires rotation. It is simple and obvious to connect the end of the reciprocating piston / rod assembly to a pumping or compressing device. Instead, the engine is connected to a generator. When the generator / motor is linear, i.e. when reciprocating, the piston of the engine does not require rotation. In other embodiments, the generator / motor is rotary and optionally powered by a piston that reciprocates and rotates. A rotary generator / motor may be coupled or adapted to the piston and rotates at a higher speed than the piston.

In the following description, some examples of devices used to convert a drive that combines reciprocation and rotation into a drive with only rotation are shown. In such a device, the engine is part of an engine assembly having an output shaft dedicated to rotation, or an engine with a coupled drive output shaft is coupled to another system such as a generator. . In this case, a drive conversion device is included between the engine and the system. As an example, FIG. 128 is a cross-sectional view and FIG. 129 is a front view, showing a male mold 3304 and a female mold 3305 that are coaxially nested for a vehicle. Male mold 3304 and female mold 3305 drive a shaft that can reciprocate relative to each other. The rotation is converted through a spline 3301 slidably mounted in a corresponding groove 3302. The direction of reciprocation is indicated at 3303. Either one of the components 3304 and 3305 is mechanically coupled to or part of the piston / rod assembly. In a variation of the embodiment in which the principles illustrated in FIGS. 128 and 129, as shown schematically in plan view in FIG. 130, the gear may be employed. The first tapered gear 464 mounted on the rotating shaft “A” reciprocates in the direction of the arrow 3303 meshes with the second gear 465 mounted on the rotating shaft “B”. The relationship between these gears is shown at one end of the reciprocation, and the reciprocation at the other end is shown by the dashed line 466. The teeth of the first gear are long enough and always mesh with the teeth of the second gear. The first gear 464 may drive any number of other gears. In selected embodiments, the coupled drive is converted to rotation by a surface connected to a flange or roller bearing. In one example, the load is converted primarily in the direction of rotation. 131 is a cross-sectional view, and FIG. 132 is a front view, showing an outline of the connection between the end of the piston / rod assembly 2078 and the flange 2079 mounted on the final drive shaft 2079a. Components 2078 and 2079a reciprocate relative to each other and rotate clockwise. The roller bearing guide groove 2081 is connected to the plane 2082 inside the piston rod and on the shaft 2083. The connection between the two systems is made at any point within the piston portion of the piston / rod assembly. Component 2078 need not be part of the piston / rod, but instead may be mechanically coupled to the piston / rod. In both another embodiment the rotation direction of the load is suitable for applications that must be transmitted in the changed configuration, shown in cross-sectional view of FIG. 133 corresponding to FIG. 131. The driving component 2078 reciprocates and rotates relative to the driving component 2079a. Each flange 2079 has two effective toroidal working chamber surfaces facing each other, each abutting against two separate and paired rollers 2081a and 2081b. In this embodiment, they are uneven in size. Because the primary rotation is counterclockwise with occasional clockwise rotation, the surface of the flange only supports the roller indirectly. This roller operates on a rigid plate 2151 that is bonded or clamped to the inner layer of compressible material 2152. The material 2152 is in turn joined or fastened to the surface of the flange. An optional propulsion bearing, shown schematically at 2153, may be used to properly position the axis of component 2078, corresponding to the axis of component 2079a. The propulsion bearing 2153 is disposed at the tip 2079b of the “Y” or “U” shape of each flange. A similar bearing plate, designated “A”, may optionally be mounted on the compressible material at the flange tips if there is play in the shafts relative to each other. There may be play in the assembly, and play is switched from one side to the other when the direction of rotation is reversed. Or, there is no play and all compressible inner layers are always compressed several degrees. In this case, the end of the metal plate is driven into the flange as shown schematically at 2154. This allows one component to be easily inserted into another component during assembly. In addition or alternatively, a metal plate and compressible material may be mounted on component 2078. All components of the assembly may be of any convenient form, size, and material. In FIG. 131 to 133, are shown four flanges. In yet another embodiment suitable for the vehicle propeller shaft in the selected application, the rigid plate 2151 and compressible material 5152 of FIG. 133 are omitted and the rollers 2081a and 1081b are directly on the flange 2079. Works. Alternatively, the principles of the present invention may be implemented with any number of flanges that are equally spaced, or in particular one if the axes of rotation of components 2078 and 2079a are properly aligned. It may be implemented including only a flange.

In an auxiliary embodiment, the combined drive is converted to rotation by a bellows type device. The bellows type device has rigidity in the rotational direction and flexibility in the axial direction. Such bellows-type devices are made of any suitable material and include spring steel, plastic, and ceramic. The bellows type device is one of two broad populations. Two broad populations allow for proximity or sealed types with internal variable volume to provide additional functions of a pump or compressor, or a series of hinge pairs connected end to end Open type. In many cases, energy is required to deform the bellows. In a single piston / two opposing working chamber configuration, it is preferred if the bellows system is arranged in a natural or unloaded position when the piston is in the middle of its stroke. . As the piston / rod assembly moves to its midpoint, the stored energy is again imparted to the piston / rod assembly so that the bellows deformation and energy absorption are the upper / lower parts of the piston stroke. Occurs at the dead center. It is clear that the energy absorption capacity and the stroke designed in the bellows unit may be used to produce or adjust a number of engine parameters. A number of engine parameters are variable compression ratio, engine speed, piston acceleration and deceleration, piston failure due to geometric compression ratios beyond a minimal base, and so on. As an example, FIG. 134 schematically illustrates a discontinuous bellows system in an axial cross-sectional view and in FIG. 135 a longitudinal cross-sectional view. Two different types of bellows are shown to illustrate different embodiments. Originally, only one type is adopted for one system. At 2084, the bellows is an effective continuous rigid hinge. On the other hand, at 2085, a similar structure defines an enclosed and sealed volume 2089a by supporting a subordinate bellow 2085a. These various volumes can optionally be used with an associated pump or compressor mechanism. In a similar schematic example, FIGS. 136 and 137 show a continuous bellow 2086. The continuous bellow 2086 determines the volume 2087 at which the pump motion is performed, has a non-return valve 2088, and is determined by the volume determined by the final drive 2089 and the piston rod 2090 that reciprocates and rotates. Allows movement of fluid to and from the volume to be measured. In yet another embodiment, the mechanism for converting the coupled drive to rotation includes any type of energy absorbing device. Any type of energy absorbing device includes a fluid pump or compressor, a gas or mechanical spring, and the like. As an example, a coiled spring is disposed between components 3304 and 3305 and is coaxial with their reciprocating axes. In addition, as indicated by a broken line 3305 in FIG. 129, both are arbitrarily held by any convenient means. For two combustion chamber / single piston assembly designs and synchronous multi-piston designs, the energy absorption system is neutral when the piston moves to the midpoint of the stroke and when the piston is at BCD / TDC. It is arranged to absorb the most energy. The release of stored energy helps to re-accelerate the piston to the midpoint of the process. At the same time, the drive mechanism functions as a main energy absorber that regulates the movement of the piston. In addition to springs, any type of energy absorbing device may be used, including a pump or compressor as described above, which may be used to compress engine charge, and exhaust gas used in downstream turbines. May be used to compress. An energy storage device may be included in other embodiments, as shown by the dashed box 3305a shown in FIGS. 132 , 135 and 137 . The energy storage device disclosed herein, including bellows and hinge elements, may be part of a piston or connected to the piston, including a non-rotating piston, for any type of reciprocating component. May be used.

In selected embodiments, the piston / rod assembly reciprocates and rotates between two toroidal working chambers that are substantially identical and sinusoidal. Prior to this, in FIG. 127, toroidal and approximate sinusoidal combustion chamber is shown schematically. There are two such chambers separated by an effective flange, which is roughly a sinusoidal structure, mounted on a reciprocating component. The height of the flange (dimension in the direction parallel to the reciprocating axis) was shown constant. The shape of the flange and the shape of the head of the combustion chamber are not strictly sinusoidal, but rather are profiles that are approximated by a continuous straight line with an angle of 90 degrees to each other, according to the radius curve. It is connected. In the case of a reciprocating body that changes direction at a constant speed—a preferred target in the case of an engine—a single point in the body is more closely associated with a continuous sinusoid and follows its path every 360 °. Retreat. Considering one of the present inventions in one of the most simplified forms as shown in FIG. 138 , we have an upper housing 3035 and a lower 3036 with a toroidal combustion chamber in an integral housing or cylinder system 3007. is doing. In the integral housing or cylinder system 3007, the reciprocating element 3004 also rotates. The tip surface 3037 in each chamber has a similar combined sinusoidal structure as depicted in FIG. With this sinusoidal structure, the vertical distance difference between the two surfaces can be maximized. A reciprocating element having a protruding flange 3038 reciprocates in a recess 3038a in the cylinder, and the side walls of the recess are two surfaces 3037. The flange is an operating portion of an element that performs reciprocating motion, and causes compression and transmits expansion force. The upper and lower surfaces 3039 of the flange have the shape shown in FIG. 139 , but the thickness of the flange is configured to be constant. Because the reciprocation is in a certain range, the height of the sine wave (or similar shape) (distance from apex to apex) is the maximum of the outer radius of the toroidal combustion chamber, the minimum of the inner radius Changes to value. Taking a cross section bent partially through two combustion chambers at "A", the path of the flange to perform a reciprocating and rotation is depicted in Figure 140. Assume that for the height of the sine wave, the pitch diameter ratio is 1: 3 and the surfaces of all four sine waves are the same. The path of the fixed point in / on the flange is shown in a plurality of consecutive positions marked with “a”, “b”, etc. The position of the flange surface at the corresponding time is indicated by 3039a, 3039b, and the like. The spacing corresponds to a certain part of the rotation. The minimum segmentation of the surface at “A” corresponds to a constant vertical height of the flange at “B”. As described above, if all four surfaces have the same shape, the engine does not operate as indicated by the gap in region B. Typically, in any one combustion chamber, the upper surface of the chamber must have a different surface than the lower surface of the chamber.

Nearly any arbitrary different combination is possible, but because the upper and lower surfaces do not match, an upper limit of the compression ratio that is theoretically possible often arises. In the sine wave height / pitch diameter ratio (1: 3) of FIG. 141 , a compression ratio of about 7.5: 1 is practical. The surface of the outermost periphery in each of the chambers, in which case the sine wave shape is maintained, the operable configuration of the portion "A", shown schematically in Figure 141. In this case, in essence, the sinusoidal shape is somewhat preserved in the valley of the flange, but has a vertex at the apex. If the design compression ratio is less than the theoretical maximum, operation at a constant speed is possible for the apex of the flange that does not abut the surface 3037. The points on the flange in FIG. 141 will depict a roughly sinusoidal path. This can happen by creating a gap. This keeps the surface 3037 in a sinusoidal shape and makes the surface of the flange irregular. The reverse-it is clear that the same effect is achieved by keeping the surface of the flange sinusoidal and making the surface 3037 irregular. In this context, irregular does not mean a sinusoidal shape. An alternative to the “gap” problem schematically illustrated in region B in FIG. 140 is to separate the surfaces 3037 from each other without separating the surface 3039 without increasing the thickness of the flange. Such arrangement is shown schematically in Figure 142. This means that even if all surfaces have a sinusoidal cross section, the points on the flange no longer draw a sine wave. The combined rotation and reciprocation of the flange 3038 causes a point on the flange to draw a substantially linear and shallowly bent “S” shaped path between the two vertices in the reciprocation. This path changes direction at these vertices with a relative shape. Compared to a conventional engine, the period during which the pressure is extreme is relatively shorter or the rotational speed is variable within one rotation of the flange. To compensate for this effect and to increase piston dwell time in the region of BCD / TDC, the sinusoidal profile may be made irregular, but shown around "a" and "b". Widen the curvature in the region. If the two combustion chambers in the flange each side of, in order to have a common entrance system (exhaust or infusion), flange, than the case shown in FIGS. 141 and 142 must be thicker with respect to the stroke. Flanges of increased thickness, shown schematically in Figure 143. Combustion chamber 3035,3036 are shaped and has a similar surface to the surface shown in Figure 141. FIG. 144 is a schematic cross-sectional view taken along “A” in FIG. 143 with a reduced scale. Here, the common inlet / outlet system 3045 is arranged on the outer periphery of the toroidal combustion chamber with a specific other inlet / outlet system 3046 for one chamber arranged on the inner circumference of the toroidal combustion chamber. Of course, the chamber 3035 may have the same doorway system (not shown) for 3046. If necessary, the doorway 3045 may be on the inside, the piston assembly may have an opening, the doorway 3046 may be on the outside, and the cylinder assembly may have an opening. When the flange moves, the doorway 3045 may be in a fixed component and the doorway 3046 may be in a moving flange / piston component. The curves in FIGS. 140 , 141, and 142 are conceptual and are believed to represent a curved cross-section at a constant radius midway between the inner and outer radii of the toroidal combustion chamber. Thus, the doorway shown in FIG. 143 is a protrusion considered in this plane, and in fact has a larger outer doorway and a smaller inner doorway. In fact, the shape of the working chamber is believed to consist of a combination of the principles of FIGS. 141 and 142.

Assume that the combined, ie reciprocal and rotational drive of the “drive” component 3038/3004 associated with the “fixed” component housing 3007 is initiated by the starter motor. Has been. The shape of surfaces 3037 and 3039 is effective in guiding a force coupled drive. The wide reciprocation caused by combustion is partly converted to rotation. The component 3038/3004 having mass has both angular momentum and linear momentum. In each cycle, the edge momentum is substantially absorbed by the charge compression action. However, angular momentum is held by component 3038/3004. Even if each direction is considered to be parallel to the axis of rotation, the angular momentum causes a point on 3038 to draw a wavy path with a shape similar to surfaces 3037 and 3039 in the figure. This is a highly variable content under specific operating conditions by adjusting the number and distribution of masses in components 3038/3004 and by adjusting the duration, distribution and / or timing of combustion. Means to enable. The opposing sinusoidal surfaces need not be in contact with each other. Under these conditions, the natural frequency of drive of component 3038/3004 is such that surface 3037 always jumps over surface 3039 during complete combustion. They are preferably not in contact for mechanical reasons. This is because the sinusoidal / toroidal chamber is divided into a plurality of zones, each zone may correspond to one period of a sine wave or other wave in the surface shape. The area of one chamber is considered as a continuous and adjacent synchronous combustion chamber. Thus, removal of surface contact during a portion of the period allows for equalization of gas pressure within the area, allowing more gas mixing. If it is desirable that the surface be non-contact, or for other reasons, the combustion process may be adjusted by selective placement of fuel delivery points to direct the piston assembly to the desired path. For example, alternative embodiments are illustrated in Figure 142. 3060 indicates the direction of rotation of the component 3038/3004. Shown is a conventional type of arrangement of fuel delivery points 3047, where it is arranged on a reciprocating component. The direction of fuel movement to the main chamber is approximately parallel to the axis of rotation. Fuel delivery point to substitute are shown in FIG. 142 even 3048. The moving direction of the fuel is at a sufficient angle with respect to the rotation axis in at least one plane. All of the fuel delivery points herein and in the drawings shown below each include a pre-combustion zone that connects with a fuel delivery capillary, but includes any structure other than that disclosed herein. Any suitable fuel delivery structure may be used. Theoretically, the gas expansion in the main chamber is omnidirectional, but in practice, the 3048 structure provides movement with some rotation relative to the component 3038/3004 than the 3047 structure. In other respects, the combustion parameters are equal. Both FIGS. 142 and 143 show components 3038/3004 with fuel delivery at two positions per combustion zone. A series or differential fuel delivery in the two positions may be used to adjust the natural movement of 3038. Any number of fuel delivery points and / or pre-combustion zones per zone may be used, and they are located at any convenient location. As an example, FIG. 143 shows a pre-combustion chamber 3049 having a single opening in the main chamber near the midpoint of a sine wave or other wave. Moreover, 3050 shows a pre-combustion chamber that is similarly arranged. The pre-combustion chamber 3050 has two openings, and one opening is larger than the other opening, so that the state is parallel to the rotation axis and a certain angle with respect to the rotation axis. It is shaped to cause fuel delivery in both states. 3051 shows a similar two-opening pre-combustion zone. The two-opening pre-combustion zone 3051 includes only fuel delivery points with angles. The fuel delivery point with this angle is located at or near the top of the wave. 3052 and 3053 show chambers with a single opening at or near the top of the wave, the fuel delivery point being parallel to the axis of rotation and the axis of rotation, respectively. On the other hand, it is in a state with a certain angle. The position and direction of the fuel delivery point in one combustion zone may be provided in any type and combination, but need not be provided for each combustion chamber zone. In these schematic views, the actual fuel delivery mechanism is not shown. Any system for fuel delivery may be used, including conventional injectors. Although the fuel delivery point is shown disposed on the reciprocating component 3038/3004, the fuel delivery point may be added to the cylinder assembly 3007, although it is located on the reciprocating component 3038/3004. Instead, the cylinder assembly 3007 may be disposed. The fuel delivery point and / or pre-combustion zone may be in the piston / rod assembly or in the cylinder assembly. They may be in moving components or in fixed components in relation to the reciprocation of other objects.

The cylinder assembly 3007 is said to be fixed. As described above, in other embodiments, the cylinder assembly is mounted on a bearing inside another housing or enclosure and can rotate freely without reciprocation. As an example, FIG. 145 schematically illustrates a structure in which a rectangle displayed in a bisecting manner with diagonal lines indicates a bearing. The two toroidal combustion chamber systems are optional similar to the system of FIG. 138 and are shown schematically at 3059. Since these chambers are sinusoidal, or because there is a guide system as shown schematically at 3058a, the combustion process is applied to the piston-type component 3004 in relation to the cylinder-type component 3056. Both the reciprocating motion and the clockwise rotation at the specified speed are performed. Component 3004 is coupled to components 3054 and 3055 by sheet metal 3053 or other suitable mechanism. Components 3054 and 3055 are mounted so that they can rotate freely, but do not reciprocate. They rotate with the component 3004 in the same direction—here clockwise—and at the same speed. The cylinder component 3056 is mounted on a fixed housing 3057 so that it can rotate freely, but does not reciprocate. In practice, if resistance forces are balanced with components 3054 and 3055 added to component 3004, it rotates at about 2000 rpm relative to component 3056. They also rotate about 1000 rpm clockwise relative to the housing 3057. Moreover, the component 3056 rotates at approximately the same speed counterclockwise relative to the housing 3057. Thus, 3054 and 3056 are effectively counter-rotating shafts, and A and B can be used as power take-off points or areas using gears, friction materials, or other suitable means. Such an assembly is suitable for applications such as maritime ships or aircraft having counter-rotating screws or propellers, for example. The shaft speed can be varied in relation to the housing 3057, but is not necessarily related to each other. This is due to the burden of resistance shown schematically by the brake pad 3058. In this configuration, component 3055 may be used as a link to other engine systems such as a turbocharger, starter motor or generator. An advantage in the type of arrangement shown by FIG. 145 is that there is no torque applied to the enclosure 3057, which is an important advantage in certain high power applications or applications where vibration is an issue, such as ships and aircraft. It is.

In another embodiment, a system is constructed that uses concentric co-rotating components. As an example, FIG. 146 schematically shows the system, in which the device is shown only on one side of the centerline. A pair of sets of toroidal combustion chambers having equal cross sections are shown at 3061-3064, with each set of chambers having a progressively smaller radius. With the combustion chamber design and / or guide system (not shown), the combustion process causes each of the parts 3065-3069 to reciprocate and rotate with respect to adjacent parts. The housing 3065 is fixed, and all the other components described above rotate in the same direction with respect to the housing 3065. The reciprocation is then controlled and tuned by the guide system so that when part 3067 and part 3069 reach the top of reciprocation, part 3066 and part 3068 simultaneously reach the other top of reciprocation. The The ratio of reciprocation to revolution is not necessarily the same in each combustion system. The ratio of 3061 is 14: 1, the ratio of 3062 is 11: 1, the ratio of 3063 is 8: 1, and the ratio of 3064 is 5: 1. If the reciprocating motion is synchronized, and if 10,000 reciprocating motions per minute are performed, the component 3066 rotates 714.3 per minute (rpm), the component 3067 is 1623.4 rpm, Part 3068 is 2873.4 rpm, part 3069 is 4873.4 rpm, and all of the above parts are rotating relative to the housing 3065. Here, part 3069 drives a coaxial turbine system shown schematically at 3070. The combustion chambers have equal cross-sections but not the same sweep volume, and more work is performed between part 3065 and part 3066 than between part 068 and part 3069. To make the work between the parts more equal, the cross section of the combustion chamber can be increased from outside to inside to make the combustion chamber volumes more equal, but the strokes of the different chambers are optionally made equal. May be. In another embodiment, the stroke may be different to compensate for the different masses of the reciprocating part. This synchronizes the frequency of reciprocation of all operating chambers. An example of another system using the component which rotates together, similarly to FIG. 146, is schematically illustrated in Figure 147. There are four identical toroidal combustion chamber 3079 systems with the same ratio of reciprocation to rotational motion in all sets. Two parts 3073 and 3075 are provided in the fixed housing 3071. The parts 3073 and 3075 can freely rotate only. Two other parts 3072 and 3074 are provided coaxially within the parts 3073 and 3075, and the parts 3072 and 3074 can perform both rotational movement and reciprocating movement. Parts 3072 and 3074 are controlled and tuned by a guide. Then, the part 3072 and the part 3074 simultaneously reach the vertex of the reciprocation farthest from each other and simultaneously reach the vertex of the reciprocation closest to each other. If the part 3072 rotates at 5000 rpm with respect to the fixed housing 3071 and all the working parts are rotating in the same direction, the parts 3073, 3074 and 3075 are in relation to the housing 3071. Rotate at a speed of 10,000 rpm, 15000 rpm and 20000 rpm, respectively. Part 3075 can drive element 3078 (e.g., a coaxial engine system turbine) with part 3072, and part 3074 can connect any part or other elements 3080 and 3081 of the engine via a spline. It is possible to drive at different speeds. The outlines and components shown in FIGS. 146 and 147 are suitable for high performance and / or high efficiency large engines (eg, engines used in aircraft propulsion equipment, giant ships, giant generators, etc.). They are also suitable for compound engines with turbine stages, where the rotational speed of a reciprocating IC engine can be increased to match the turbine shaft speed, thereby allowing a single shaft by both engines. Is driven.

As described above, by carefully designing the parts and carefully controlling the combustion process, the natural frequency of operation of the reciprocating / rotating parts can be reduced to the sinusoidal combustion chamber undulations. The natural frequency can be such that the working surfaces can be removed from each other. Such design and control is used in steady state engines (eg, marine propulsion or generators) rather than being achieved in engines that change state (eg, engines used in automobiles or motorcycles). It is easier to achieve within the engine. In either case, a regulation should be made for the natural frequency of operation of the moving part in order to change or vary it. This is because it is preferable to avoid inconsistencies in the surface of the combustion chamber, even if such changes rarely occur. For engines with standard (eg, non-sinusoidal) toroidal combustion chambers, it is disclosed how a reciprocating motion can be converted into a combined motion by a guide system. As described, the same type of guide system can be used to limit operation to prevent contact of the sinusoidal toroidal combustion chamber surface. To prevent the surfaces from contacting, a roller / cam guide system having a shape corresponding to the path of movement of the points on the flange can be used. The guide system may be the first means of controlling the operation of the piston assembly, or the guide system may be used as a backup for a system that has been adjusted to function. At this time, the curved surfaces do not contact, but simply engage to form contact after the sinusoidal surfaces are very close to each other. This is due to events such as unexpectedly excessive fuel and abnormal G forces, which subsequently prevent contact with curved surfaces. When used as an auxiliary system for a sinusoidal functional chamber, the guide system can be lighter and less than in a standard toroidal chamber, where rotational motion is achieved only by the guide. The As an example, the auxiliary guide system is shown by the dashed line 2049 in FIG. 138 . Further embodiments include mechanical guides for reciprocating / rotating movements. The guide includes one or more rollers or a series of opposed rollers that pass over or through at least one substantially continuous sinusoidal path or groove. By way of example, FIGS. 148 and 149 illustrate selected embodiments, FIG. 148 is a schematic plan view, and FIG. 149 is in a continuous groove with six waves of a generally sinusoidal shape. Corresponds to a partial front view of the six roller system arranged. The roller 3084 is shown at one vertex of the reciprocating motion and the opposite vertex is shown at 3082. The groove housing 3083 is fixed and provided, whereas the roller 3084 is provided on a reciprocating / rotating part 3004. Obviously, the height of the outer periphery of the groove must be higher than the height of the inner periphery of the groove in order not to cause friction due to different motions in the roller path. The roller should have a conical shape and the line 3085 extends conically so that the axis of rotation of the part 3004 and the axis of rotation of the roller 3086 intersect. (A portion of the roller (all of the rollers are rotating at one speed) moves farther along the outer circumference of the groove than the rest of the roller moving along the inner circumference of the groove. Therefore, the roller must have a gradually changing diameter.) Although the groove housing 3083 is shown as a single piece, it is more than one assembled with the roller. It may be a part. As an example, FIG. 150 shows details of a roller in a groove. The roller is provided on a shaft 3088 by a roller bearing 3087, and the shaft 3088 is attached to a cylindrical part 3007. The groove is disposed in or provided on a part 3004 which is a movable piston. Here, the groove is composed of three operating bodies (an upper track 3089, a lower track 3090, and an optional end track 3091). In order to better transfer the load and pressure, the connection between these three members is circular and 3092 can optionally be provided with vent holes. Obviously, only one side of the roller should always be in contact with the groove, and there must be some kind of gap 3093. There may be play in other bearings in the engine system, the roller is provided with a bearing at its end, which bearing comprises a ball 3094 that rolls on the surface 3091 of the section 3004a of the piston / rod assembly. This prevents the roller from being pushed into the groove and closing the gap. The roller and axle assembly is retracted from or inserted into the groove in some states, and during relative movement between the two, the roller has a round front face. It has a shape. In selected embodiments, the roller working portion is provided on a thin elastomeric intermediate layer 3096, then on an engineer material inner shell 3097, and then on a roller bearing 3087 (on the groove 3095). Hard and strong engineering materials that form (in contact with). In operation, the load on the roller, illustrated at 3098, will distort the shaft 3088 somewhat, causing the shaft axis to shift relative to the track 3089. The deviation is removed or absorbed by deformation of the elastomeric material 3096. In another form, the shaft and roller may be provided on the piston assembly and the groove may be provided in the cylinder assembly.

The principles described above can also be embodied by widely separating the track and / or provision of the second set of rollers. For example, FIG. 151 illustrates a part 3004 moving in a housing 3007 that defines both two toroidal combustion chambers 3035 and 3036. Tracks that functionally correspond to the tracks shown in FIG. 150 are shown at 3089 and 3090, and two sets of rollers are shown at 3099 and 3100, both shown as solid and dashed lines. . The relationship of the upper track 3090 to the lower track 3089 is considered constant. In other words, the roller on the path and the roller going up and down the groove always maintain the same gap. This state need not be applied. In a further embodiment, the relationship of the upper track to the lower track is such that there is a gap during one complete operating cycle or groove wave, regardless of whether the track is positioned as in FIG. 150 or 151 . Changes. As an example, FIG. 152 shows a rise along a partial curve around the groove, along with the axis of rotation of the roller indicated by the dashed line in 3101. The positions of the upper and lower tracks designed to have a constant gap are indicated by solid lines at 3089 and 3090. The possible positions of the track where the gap changes are indicated by broken lines. The most useful application for trucks with varying gaps is an engine with a variable compression ratio, as described elsewhere herein. In FIG. 152 , the compression ratio is minimized at the apex of the reciprocating motion, during which time the second track occurs further away from the first track. This allows moving parts (eg, piston / rod assemblies) to move beyond the designed compression ratio under certain circumstances. Symmetric vertices of track separation in operation are shown at 3102 and asymmetric track separation is shown at 3103. A variable gap is preferred for reasons other than a variable compression ratio. 3104 shows a track separation that allows a wider range of motion of the part near the midpoint of the reciprocating motion. Of course, once the track separation occurs, the path of the roller axis of rotation is no longer expected to always follow line 3101. In a further embodiment, the “groove” or guide channel is wholly or partially unbacked, free of end tracks, and allows liquid to pass through the space between the upper and lower tracks. Can do. For example, as shown in FIG. 150 , parts 3094 and 3004a can be deleted. Optionally, as shown in FIG. 150 , the guide system may be placed toward or into the fluid toward or from the working chamber. In some engines, the guide system is located in the exhaust, but in general, the guide system is located in the intake gas (because the exhaust defines the working surface and functional parts of the guide system). Because it tends to be contaminated). By way of example, FIG. 153 defines two toroidal combustion chambers 3035 and 3036 (which are also shown as dashed lines 3005 and 3006, respectively), chambers that are separated from each other and spaced apart by guide components. FIG. 2 shows half of a cross section of an engine with parts and moving parts and cylinder parts integrated (and pre-pressed) by tension members 3105 (eg, bolts). In this specification, the part containing the combustion volume is a ceramic product and the part of the guide is metal, optionally casting. One toroidal metal part 3106 with a continuous sinusoidal groove for receiving the guide 3113 optionally includes a roller bearing that rotates relative to the axis 3086, the toroidal metal part 3106 being substantially identical. The two toroidal parts 3110 that are relatively inverted are separated. Intake is indicated at 3108 and exhaust is indicated at 3109. The same toroidal cylinder part 3111 that is inverted from each other is separated by a series of metal parts 3112 provided around it, each comprising a shaft and roller assembly 3113. Part 3112 includes a series of holes 3114 through which intake air passes. Only the curvature of the lower track 3090 is the same, and the curvature of the upper track 3089 is omitted for simplicity. Compressible insulation is shown at 3110a and 3111a, and ceramic insulation is shown at 3105a.

The guide system can be associated in any manner with the chamber being operated. By way of example, FIG. 154 shows a device comprising four identical working chambers 3115 and two identical complete guide assemblies 3116, each comprising an upper track and a lower track. Yes. The piston assembly 3004 and the cylinder assembly 3007 are both formed by a plurality of parts, and the parts are connected by fasteners 3004a and 3007a, respectively. If the parts are toroids, the devices are all joined together. In other words, the cylinder part, then the piston part, and then another cylinder part are joined together through the fasteners, and the fasteners are gradually tightened together when completed. The guide has the same number of reciprocations per revolution. The engine must be very carefully integrated so that the guides can be perfectly tuned to each other and / or the roller assembly must be of the type with an elastomeric intermediate layer. In another embodiment, the guide system may have a different ratio of reciprocation to rotational motion, and the guide system may function separately. As another embodiment, FIG. 155, and in particular FIG. 156 , shows a two chamber 3115 engine operating. Here, the reciprocating component 3004 rotates clockwise with respect to the cylinder assembly 3007. The cylinder assembly 3007 is provided on the bearing 3120 a, and itself rotates counterclockwise with respect to the housing 3120. The rotation can be reversed. Three fully separate roller-track toroidal guide systems are located at 3117, 3118 and 3119. The sine waves or other waves in each guide system have the same amplitude and overall diameter, but have different pitches. Thereby, in each system, the ratio of the rotational motion to the reciprocating motion is different. Only one system is always engageable by means of extensible / retractable roller assemblies. The guide system to be engaged is selected by the operation of the ring 3121. Ring 3121 is rotated at the same speed as cylinder assembly 3007 by actuator 3021 (a). The ring is connected to a series of slide shafts or elements 3122 that provide for extension or contraction of the roller assembly. Preferably, the roller assembly is loaded toward the retracted position by a spring. Such contraction / engagement devices are well known and FIG. 156 illustrates the principle of a two-speed system. At this time, the shaft 3122 has a plate-like portion 3122a that engages with a portion of the roller / guide assembly 3119a, and the portion 3122a is biased to the contracted position by the spring 3118a. The sinusoidal track can be engaged to a shrinkable or fixed, non-rotating guide or solid guide, as shown herein. Optionally, as shown in FIGS. 148 and 151 , the guide has a roller. The system shown in FIG. 155 is an efficient machine that can combine the functions of an internal combustion engine, a variable speed transmission, and a differential. The clutch function can be located at the contact between the two rotating elements and any power take-off point. Figure 145 See also. FIG. 157 shows a machine that combines only the functions of an internal combustion engine and a variably variable transmission. The two sets of two combustion chambers 3115 (four chambers in total) are separated by a transmission system provided with a gear-shaped power take-off point, a shaft 3122a, and a stage. The transmission system includes three separate guide systems 3123, 3124 and 3125, each guide system having an upper track and a lower track. The sinusoidal or similar wave system in each guide system has the same amplitude, pitch and curve, which are the same. As the guide system gradually increases in size, the guide system gradually increases in the number of cycles or the number of reciprocations per revolution. As in the system shown in FIG. 155 , only one guide system is always engaged. In this configuration, the guide system 3125 represents a low gear, the guide system 3124 represents an intermediate gear, and the guide system 3123 represents a high gear. In another aspect of the engine / transmission system, the pitch and curves of the guide system are similar but not identical, each adjusted for combustion and manipulated to characteristics at a specific gear ratio. In engines where the compression ratio is variable, the amplitude of the guide can also be variable. In a system with multiple cams, the movements of the guides can be coupled to perform all or part of a single reciprocating cycle. In this operation, one guide is simultaneously protruded and one guide is retracted. For example, guide replacement can occur whenever the reciprocating part is at TDC / BDC.

In the disclosure thus far, reference has been made primarily to the concept that one or more concentric toroidal working chambers become combustion chambers. There, no cranks, guides or any drive system are required. One cylinder with one piston with two fluid working chambers will function as an integrated engine / pump. FIG. 158 shows an apparatus in which a toroidal combustion chamber 3146 drives a piston 3145 that acts on a pumping volume 3147. In operation, the expansion of the combustion chamber pumps fluid through the check valve 3149 so that the volume 3147 exits in the direction of 3148. The compression of the combustion chamber is then effected by the pressure of the fluid volume 3147 entering from the direction of 3150 through the check valve 3151. (Such a mechanism can be utilized to increase the pressure of the piping flow.) Alternatively and / or in addition, one or more working chambers can compress any gas, including engine intake air, Or it can utilize as a function which sends out arbitrary gas. As an example, half of such a device is shown in FIG. 159 as a schematic cross-sectional view. Here, the piston rod assembly 1701 reciprocates in the direction of reference numeral 1702 in the cylinder assembly 1703 to form two working chambers, a working chamber 1704 when fully expanded and a working chamber 1705 when fully compressed. To do. A portion of the piston / rod is shown in dashed lines when the working chamber 1704 is maximally compressed. Gas 1707, such as outside air, entering through port 1707 a is compressed by the piston / rod assembly and then through the transport port or recess 1708, transport passage 1709 and second port 1710 to the piston. / Discharged into the internal volume 1711 of the rod assembly. The transport port or recess 1708 may be arranged endlessly and annularly along the circumferential path, or may be divided and discontinuously arranged. Another configuration is shown for the upper working chamber 1704. Here, compressed or pumped gas is transported from the recess 1708 to a passage 1712 that does not lead to the volume of the piston / rod assembly. In another embodiment, one of the working chambers may be a combustion chamber, as disclosed elsewhere herein, and the other working chamber was used for intake air compression. So far, most embodiments have included one piston that reciprocates between two working chambers. In a further embodiment, the use of an energy absorbing device such as a spring eliminates the need to provide a pair of crankshafts and / or a pair of combustion chambers. In order to achieve a balanced operation of an engine having a combustion chamber on only one side of the piston, in the case of a two-stroke engine, the energy absorber in most applications has at least enough energy to compress the combustion chamber. Has the capacity to store and release. As an example, FIG. 160 shows a piston / rod assembly 1606 having an internal volume 1676 that reciprocates in the direction of 1634 through a cylinder 1003 with a head 1004, a toroidal working chamber 1002, Schematic illustration of an engine or pump or compressor having a cylindrical working chamber 1694 on the opposite side. The working chamber is used as a pump, gas compressor, or for any other purpose, including intake to the combustion chamber. In this embodiment, the cyclic energy absorption and generation device is a metal spring 1675. However, any suitable energy absorbing device may be used. In the illustrated embodiment, the working chamber 1002 is a combustion chamber. However, the principle of the present invention works equally well if the reference numeral 1647 is a combustion chamber and the reference numeral 1002 is a working chamber including an energy absorption / generation device. In that case, the spring acts to compress the combustion chamber and its load is selectively switched. For simplicity, all ports, valves and fuel supply devices are omitted, but these disclosed herein may be used. The above principles of the engine of FIGS. 110 and 111 may be embodied.

In a further embodiment, the reciprocating motion of the piston / rod assembly in one or more working chambers delivers fluid into one or more other working chambers. In many applications, it is preferable to combine the functionality of the cam system with some sort of ejection or compression operation. Since the cam face transports most of the work generated directly or indirectly, it is preferred that there be no direct contact for reasons of wear. The discharged fluid functions as a bearing and a heat transport mechanism. As an example, FIG. 161 schematically illustrates half of a cross section of an embodiment. Its main part is adaptable to both rotating and non-rotating reciprocating components and can be particularly used for compression of the intake air before entering the combustion chamber. Piston / rod assembly 3039 reciprocates within cylinder assembly 3007 in the direction of reference numeral 1702. The toroidal combustion chamber when fully expanded is shown as 3040. The compressed intake air moves through the “A” port 3039a and into the combustion chamber to replace the exhaust through the “B” port 3007a. Intake is directed through a poppet valve 3042 that is selectively activated by a combination of balance springs 3044 and pressure, and compressed in a toroidal or cylindrical chamber 3041. At the end of the compression stroke in the chamber 3041, corresponding to the compression stroke in the combustion chamber 3040, the piston / rod assembly 3039 is located at the reference numeral 3039b indicated by the broken line, and the poppet valve is at the position indicated by the reference numeral 3042a indicated by the broken line. It is in. The compressed gas enters the gas reservoir 3043 through the “C” clearance space and the “A” port 3039a. Since the stroke is fixed, the degree of compression in the chamber 3041 largely depends on the relationship between the radii R1 and R2. Both the engine and the compressor are selected to have one fixed assembly together (preferably a cylinder assembly) and one assembly that reciprocates relative to it (preferably a piston / rod assembly). In another embodiment, the IC engine may have an intake compressor similar to that of FIG. 161 mounted on it. With the two-stroke cross-flow valveless porting disclosed elsewhere, the entire engine has only one important moving part. This is because the other parts are fixed unless they are rotationally attached to the housing or shaft. In the schematic diagram 162 embodiment in which only half of the engine is shown, “A” indicates the cross section of the combustion chamber and “B” indicates the cross section of the intake compressor. The configuration shown here is similar to the configuration disclosed in FIG. 159 except that there are two toroidal combustion chambers 1705 and 1706 in addition to the two toroidal working chambers 1719 and 1720. The compression protrusion 1715 of the piston / rod assembly 1701 has a larger radius. The compression protrusion 1715 has a cavity 1712 connected to the main internal volume by a passage 1713. After the outside air 1707 is compressed and moved to the volume 1711, the exhaust goes out to the common port 1716 and high-pressure intake air enters the combustion chambers 1718 and 1719 via the port 1714. Combustion chamber 1718 when fully expanded is shown in solid lines and is separated from combustion chamber 1719 by protrusion 1717 of the piston / rod assembly. Protrusions 1715 and 1717 when chambers 1704 and 1718 are compressed to maximum are indicated by dashed lines 1706 and 1720. Since the stroke is constant, the compression ratio will depend on the relationship between (radius R1-radius R2) and (radius R3-radius R4). The toroidal combustion chambers 1718 and 1719 may have a standard shape or may have a wide sinusoidal shape as shown in FIGS. 127 and 138 to 144 . Similarly, the toroidal compression chambers 1704 and 1705 may have a standard shape or may have a wide sinusoidal shape as shown in FIGS. 127 and 138 to 144 . The transport port or recess 1708 may be endless and annular, or may be selectively split and discontinuously disposed along a circumferential path and / or a broad sinusoidal path. Such recesses lines, schematically, indicated by dashed lines 3039a to the left of FIG. 142. If both of the paired chambers have a wide sinusoidal shape, each chamber may have a different design. For example, the combustion chamber has an analogous design shown in FIG. 143, the compression chamber may have an analogous design shown in Figure 142. In such a case, the compression chamber may be designed to function as a system guide to prevent physical contact of the combustion chamber surface during normal operation. In a further embodiment, the configurations disclosed in FIGS. 159, 161 and 162 are adapted to compress the exhaust gas after leaving the combustion chamber. Optionally, the hot and high pressure exhaust gas passes through a turbine to extract mechanical work from the energy contained in the gas.

In a further embodiment, the plurality of pairs of working chambers are arranged along an axis with a coaxial and at least partially cylindrical or toroidal volume through which fluid from the working chamber passes, the volumes being in the working chamber It is located almost in parallel. A plurality of coaxial combustion chambers that are not uniform in size have been disclosed above. There is no theoretical problem with assembly. Because, as in FIGS. 110 and 111 , the integrated component 2006 moves and fits the component 2005. While having more than two combustion chambers of the same size and structure is useful, as discussed in FIG. 154 , there may be assembly issues (especially for moving elements). The advantages of combining more than two identical chambers in one engine include the ability to produce a range of engines using one set or module of combustion chamber components. When using a single combustion chamber module to create an engine with varying output and sweep volume, the gas passages in the module will accommodate the maximum engine gas flow suitable for use with that module. It becomes size. By way of example, FIGS. 163 to 166 schematically illustrate various possible gas flow layouts. Here, reference numeral 3126 denotes overlapping toroidal working chambers of the same size, reference numeral 3004 denotes a moving element that reciprocates in the direction of reference numeral 3008, and reference numeral 3007 denotes a “fixed” that is rotatable in all embodiments. Reference numeral 3057 denotes a housing or case. “A” represents intake volume, “B” represents high temperature and high pressure exhaust, and “C” represents lower temperature / pressure exhaust. As will be described subsequently, the filamentous material is schematically indicated by reference numeral 3128a. Valves and ports are not shown, but may be embodied as described elsewhere in this specification and / or by any convenient method. Solid arrows indicate the flow of gas through the port, and dotted arrows indicate the flow of gas from and / or to the transport port, or through a passage or plenums. Like all other elements, the thermal insulation is shown generally at 3127. In FIG. 163 , which shows a set of toroidal working chambers 3126, thermal insulation 3127 separates the intake air flow from the hot elements, the intake air flow entering the combustion chamber, the exhaust gas flow from there entering the central exhaust gas reservoir. To do. If the volumes A and B are swapped and the insulation 3127 is provided at the interface of the element 3004 and the central (now intake) gas reservoir or high pressure space, as shown, the flow can be reversed. FIG. 164 , which includes two sets of toroidal working chambers 3126, shows a system having a transport port, indicated schematically by reference numeral 3128. If the volume is changed again and the heat insulating material is rearranged, the flow can be reversed. FIG. 165 , which includes two sets of toroidal working chambers 3126, is used to reduce the heat flow with the exhaust gas flow adjacent to components 3004 and 3007. That is, the thermal gradient across these elements, including the center of the engine, is partially occupied by a mechanical system 3130, such as a turbine or a steam generator for a steam engine, for example. If reference numeral 3130 was a fuel delivery system, this helps maintain liquid fuel under pressure at a higher temperature than boiling. An alternative location for the compressor and / or turbine system is shown schematically at 3129/3134. In FIGS. 163 , 165, and 166 , the case or housing 3057 includes a part of the structure that defines the volume A, while in FIG. 165 , the heat insulating material 3127 is a part of the structure that defines the volume C. Another example is shown in FIG. 166 that includes two sets of toroidal working chambers 3126. Here, the outside air 3136 enters the compressor 3129, and high-pressure intake air is supplied to the tubular volume A via the high-pressure space or the ring 3131. Here, the heat exchanger 3132 is arranged for the purpose of after-cooling (later cooling). Depending on the situation, pressure may be applied in the heat exchanger for use in compounding as described elsewhere and / or to apply pressure to the bearing as described above. Water circulates. Hot exhaust from the tubular volume B goes to the turbine 3134 via the high pressure space or ring 3133. This is mechanically coupled to the compressor 3129. After passing the turbine, the low temperature and low pressure exhaust flows through the tubular volume C to the outlet 3135. If the number of pairs of equivalent concentric toroidal chambers 3126 is relatively high, the engine will (or may have) a torpedo-like or tubular shape. This, together with a single direction of gas flow, indicated by reference numerals 3136 and 3135, makes the engine suitable for a particular application, such as an aircraft or a marine craft containing a torpedo. Obviously at or after 3135, the additional complex can extract further work from the cold exhaust gas. In some embodiments, separate thermal insulation 3127 need not be used, particularly when the gas flow is large per unit volume and / or the structural elements used in reference numbers 3004 and 3007 have reasonably good thermal insulation. .

In a further embodiment, the piston is directly or indirectly powered by or powered by a linear (ie, reciprocating) electric motor or generator. Combustion chambers may be separated (individually or in groups) by mechanical systems other than those described above—conventional crankshafts, slotted crankshafts, and guide systems. For example, the combustion chambers can be separated by an electric motor or generator. When component 3004 includes a portion of an electric motor / generator and has a combined motion (ie, has a reciprocating motion and a rotating motion), at least one of the windings of the electrical assembly has a conventional band shape May have a sinusoidal shape, a toroidal shape, and a sinusoidal shape of an electric winding corresponding to the movement of a point on the reference numeral 3004. The electric motor and / or generator arrangement instead of between the plurality of actuating chambers, such electrical systems, as schematically disclosed in FIG. 110 and 111, a plurality of concentric toroidal combustion chamber outside or Can be placed inside. Since the electrical equipment can be arranged in this way, other machines or mechanical devices can be arranged. The other machine or machine device includes a counting device, a speedometer, an output extraction point, a transmission, a clutch, a fuel supply device or a fuel supply pump, a fuel supply (lubricant supply) machine or a fuel supply pump, a machine or pump related to internal cooling, an exhaust gas Includes engines (pumps) used to extract additional work from, pumps, compressors (both toroidal or other structures), etc. By way of example, in FIG. 145 , an engine having a pair of toroidal working chambers 3125 defined by a reciprocating and rotating piston / rod assembly 3004 within a cylinder assembly 3056 that in turn rotates within a housing 3057. A pump or compressor is shown. If a guide system is provided elsewhere, the generator or electric motor can be placed at 3058a, along with a set of windings mounted on element 3004 and the other of 3056. Electrical performance is related to the combined motion of reference 3004 relative to reference 3056. In another embodiment, FIG. 167 outlines an alternative method of linking the electric motor / generator indicated by zones “B” and “C” to the pump, compressor, or IC engine indicated by zone “A”. Indicate. In this embodiment, the combined piston / rod / main electrical element assembly 1102 reciprocates along an axis 1006 in a cylinder 1003 and head 1004 assembly that defines two toroidal working chambers 1002. The position of the assembly 1102 at one end of the reciprocating movement is indicated by a solid line, and the position at the other end is indicated by a broken line. The space 1275 houses any convenient mechanism such as, for example, an intake booster, a valve actuation mechanism, a guide system for converting reciprocating motion into synthesized motion. All mechanisms are surrounded by thermal insulation 1010 depending on the situation. It is obvious to couple the reciprocating piston / rod assembly directly or indirectly to the crankshaft or scotch yoke. This drives the rotating electric motor / generator as well. This option is not shown here. An alternative option is to couple the reciprocating element 1102 to a linear or reciprocating electric motor / generator, as schematically indicated by “B”. Here, one of the two sets of main windings is mounted on each of reference numerals 1102c and 1102d. If element 1102 also rotates, an alternative option ties element 1102 directly or indirectly to an electric motor / generator that makes a combined motion, as schematically indicated by “C”. Here, the two sets of main windings are mounted on reference numerals 1102a and 1102b, and an electric force is generated or used by combining the reciprocating motion and the rotational motion of the element 1102a related to the element 1102b. FIG. 167 is a schematic diagram as a whole. The elements are shown on a schematic scale in relation to another element and are combined in any direction or position by any convenient means, including means of slopes and / or reduction gearing. The element 1102 may be fixed, and other major elements, including reference numerals 1003, 1004, 1102b and 1102c, may be in reciprocating motion and selectively rotating. The embodiment of FIG. 167 is shown with elements 1102 reciprocating horizontally. In another embodiment, it is reciprocating vertically (vertically). In a further embodiment, if the reciprocating parts are heavy, the working chambers are not equivalent in any way. For example, a lower chamber that pushes the element (s) that reciprocates in the upward direction against gravity, for example, has a lower cross section through the working chamber in the lower chamber than in the upper chamber. It may be designed by any convenient means having a larger sweep volume so as to constitute a smaller stretchable bond. In a further embodiment, for any reason including supplementing the gravity (attraction) of the reciprocating mass, whether it is an engine coupled to a reciprocating machine such as a pump or an electric linear motor / linear generator Therefore, the method of configuring a plurality of working chambers having unequal volumes is applicable to any engine described above. In another example, FIG. 168 illustrates an IC engine or compressor or pump having two pairs of toroidal working chambers 3126 defined by a cylinder assembly 3007 and a piston / rod assembly 3004 that reciprocates and rotates. , Schematically. The piston / rod assembly is dominated by movement by the guide system 3153. Optionally, element 3007 may rotate in a housing indicated by the broken line 3057. The fluid flows from “A” through the plurality of working chambers 3126 and exits via “B”. The electric motor and / or generator has at least one of its main elements, generally sinusoidal endless electrical windings, as indicated by reference numeral 3152, the windings of the other main elements being of any convenience Shape. Winding (s) 3152 may be integral with element 3007 and / or element 3004.

In another embodiment of the engine (s) of the present invention associated with a linear electric motor or generator, some type of stroke expander is included in the connection between the engine and the motor / generator. In various embodiments, the stroke expander includes a mechanical spring or a gas spring. Theoretically, multiple springs absorb energy during one part of the stroke and release an equivalent amount of energy during another part of the stroke. In practice, there are small reciprocal losses or mechanical losses, but these are relatively small for work generated by the engine or motor / generator. In other embodiments, the gas spring is likewise a gas pump or compressor. As an example, FIG. 502 schematically illustrates two alternative configurations. In the figure, the fixed element is indicated by a single parallel line hatch (hatching), and the element that reciprocates on the engine stroke is indicated by a double parallel line hatch at an angle of plus 45 °, enlarged. Elements that reciprocate with a stroke made are indicated by double parallel line hatches at an angle of minus 45 °. The cylinder module 1271 includes a piston / rod assembly 1102 shown at the center of reciprocation CR that reciprocates in the direction of 11 with a stroke of 5 dimensional units. The piston / rod assembly defines a pair of combustion chambers 1002 that are at least partially surrounded by an exhaust treatment volume 1008. The piston / rod assembly has a volume 12 for intake gas and is fixedly attached to a structure 13 surrounding the stroke expander and includes a fixedly mounted toroidal stator 14 of a linear electrical device. Reciprocates within the housing. The engine may operate in any manner described above and may have any structure. The stator 14 has a cooling fin 23, a closure plate 15 at one end and an other end attached to the housing of the cylinder module 1271, which is also fixedly attached to the cylinder module. Surrounded by a heat insulating case 1010. Two alternative configurations are shown in structure 14. At “A” below the center line, the toroidal reciprocating part 16 of the linear electrical device (the reciprocating part is equivalent to the rotor of the rotating device) has a gas spring 17 at each end, and the center line In the upper “B”, the toroidal reciprocating part 16 has a kind of metal spring, shown here as a set of coil springs 19, at each end. Each gas spring includes a toroidal volume containing a fixed volume of gas. There will be some gas leaks over time. However, any convenient gas replenishing device can be used to keep the amount of gas constant. Both reciprocating parts have an enlarged stroke of 7 dimensional units in the direction of reference numeral 20. The end of the reciprocating motion is indicated by a broken line. In operation, element 1102 begins its stroke from TDC / BDC, so that due to the inertia of reciprocating parts 16 and 18, 17 and 19 are compressed and absorb energy. When the element 1102 reaches a more constant speed toward the midpoint of movement, the spring energy is released in the process of accelerating the reciprocating motion to a higher speed than the element 1102. When the elements 1102 decelerate to compress the intake air in the combustion chamber 1002, they are at a constant speed until decelerated by the energy absorbing springs 17 and 19 due to the kinetic energy of the reciprocating motion. Continue, then the cycle is reversed and repeated. In another embodiment, the reciprocating springs include a plurality of toroidal volumes including a plurality of springs and a plurality of reciprocating functions as a gas compressor or as a pump for certain fluids. In other embodiments, the plurality of volumes or stators or reciprocating parts may be a series of individual volumes, stators or reciprocating parts arranged in a toroidal arrangement rather than toroidal. In a further embodiment, the volume or stator or reciprocating part may be at least one or a series of individual volumes, stators or reciprocating parts arranged in any convenient manner. The structure 13 includes two circularly changing toroidal volumes 21 and 22 that act as optional pumps or compressors on each side between the plate 15 on one side and the cylinder module 1271 on the other side. Stipulate. In another embodiment, a series of individual volumes may be placed in toroidal arrays 21 and 22. Optionally, the intake air indicated by the dashed arrows enters the reference numeral 24 and flows through the space 25 between the case 1010, the stator 14 and the end plate 15, flows through the fixed cylinder 26, and It enters an internal volume 27 from which it flows into volume 21 via a valve or opening (not shown) where it is optionally expanded or compressed. In the “B” configuration, an optional intermediate toroidal second reciprocating portion 28 with optional cooling fins 23 includes a portion of the structure 13 that reciprocates. The reciprocating portion 18 optionally includes a plurality of windings, one or more electrical / magnetic generation associated with the stator 14, and one or more electrical / magnetic generation associated with the intermediate reciprocating portion 28. Given. Intake flows from volume 21 through a plurality of openings or valves (not shown) into a volume containing metal spring 19 and through one or more openings 29 in reciprocating motion 18. , Passes through an additional metal spring and enters the volume 22 via a plurality of openings or valves (not shown). Volume 22 is optionally inflated or compressed and enters volume 12 via a plurality of openings or valves (not shown) and from there via port 12a in the manner disclosed elsewhere in the specification. And enters the combustion chamber 1002. In the passage from the inlet 24, the intake air absorbs thermal energy from the stator 14, the intermediate reciprocating motion portion 28, and the reciprocating motion portion 18, and is taken into the plurality of combustion chambers. Here some work is obtained from it. This means that the typical efficiency loss of 5% to 10% (almost all of the wasted heat form) is stored here, so that the electrical device is close to 100% efficient. In the “A” configuration, a plurality of openings 31 are used to circulate the intake air to the volume 32 in the reciprocating motion 16 for cooling purposes. Intake proceeds from volume 27 to volume 21 via a plurality of openings or valves (not shown), from there to volume 12 via passage 30 and to combustion chamber 1002 via port 12a. . After combustion, the exhaust gas indicated by the crossed arrow passes through the port 12b to the exhaust gas treatment volume 1008 on the outer periphery, from there to the passage 33 via a plurality of openings or valves (not shown), The volume 22 is reached. Here it is optionally expanded or compressed and optionally via a passage 34 to the turbine, schematically indicated by a small rectangle 35. This is because during the half of one cycle, the element 1102 moves 5 distance units, but the reciprocating motion moves 12 distance units, so the stroke indicated by 20 is added to the stroke indicated by 11. Can also be seen. In another embodiment, the amount of gas is changed or the metal spring support is moved to change the spring constant of the reciprocating motion between different modes of operation. The advantage of the stroke expander is that the mass of the electrical element for a given output can be reduced by the increased speed and width of the movement at a given rpm. Stroke expander dynamics and kinematics are complex, and their characteristics, particularly the mass of the reciprocating part and the properties of the spring constant, affect the speed of the element 1102 in part of the cycle relative to other parts of the cycle. right. In some embodiments, the combination of stroke expanders allows element 1102 to spend a relatively large percentage of the cycle time close to TDC / BDC (allowing combustion within a limited period for better efficiency). Will tend to move faster (improve electrical performance) through most of its travel path. FIG. 502 is a schematic diagram generally and its features are not shown to a specific scale in relation to any other features. In another embodiment, a conventional engine having a reciprocating motion is used with a member coupled to the stroke expander of the present invention. In another embodiment, one or more computers read out by one or more computers, indicated schematically at 41, by similar methods described elsewhere in the specification with respect to the use of computers and computer programs Multiple computer programs are used to adjust, control, measure or monitor any element or parameter of the stroke expander and / or engine. In a further embodiment, both essential elements of the electric motor or generator rotate. In the case of a rotating device, what is usually a stator rotates in the opposite direction to the rotor and optionally reciprocates with the combined movement, which may be regarded as a rotary-linear electric motor or generator. Such rotation - Linear generators and / or motors are suitable for attachment to the engine of Figure 147 from Figure 145. In another embodiment, a motor or generator which is coupled to any engine engine similar to Figure 147 from FIG. 145, if only the motion of the reverse rotation is desired, one of the engine element having a combined motion May be coupled to one of the essential electrical elements via a mechanism that converts the combined motion into rotational only motion, such as the mechanism disclosed herein. In a further embodiment, the stroke expander disclosed herein is adapted to a pump and / or compressor. Later, in some embodiments, the dimension width of the stroke expander typically varies with speed, so changing the speed changes the volume of work in each cycle. FIG. 512 discloses a further embodiment of a stroke expander. In any of the electric motors and / or generators disclosed herein, the windings on the one or more stators, rotors, and / or reciprocating motions, including arranging in separate areas, And includes a method for making the current flowing in one area different or opposite in relation to the adjacent or adjacent area, in order to generate or receive an alternating current Thus, they may be combined or wired together. In a further embodiment, the at least one stator, rotor, and / or reciprocating part is arranged around a suitable core such that portions of the conductor adjacent to other conductors are separated from each other by air or electrical insulation. It should have one or more windings that include a wound conductor. In a further embodiment, the at least one stator, rotor, and / or reciprocating part should include one or more permanent magnets. In a further embodiment, when at least one stator, rotor, and / or reciprocating part is in motion, the electrical circuit between the moving element and any fixed element is disclosed by the brush and / or disclosed herein. It should include some kind of bridge that includes any device that was made.

In another embodiment, the cross section through the working chamber has a shape close to a parallelogram. Schematic view of half of a cross-section of the toroidal shape of the selected working chamber is shown in Figure 169. In this case, the ratio of the height H to the outer radius R2 to the inner radius R1 is equal to 6: 5. Here, the maximum intake port of opening “I” is indicated by reference numeral 3137, the maximum exhaust port of opening “E” is indicated by reference numeral 3138, and the dimensions of I and E are 0.183 × H and 0.267, respectively. XH. When the movement of the reference numeral 3004 relative to the reference numeral 3007 is represented by a sinusoidal curve, the port / valve opening measured from the top dead center by the crank angle is the exhaust opening 114.7 °, the intake opening 126.9 °, the intake closing 233. 1 ° and exhaust closed 245.3 °. When the ratio of (R2-R1) to R1 is 1: 2.5, the ratio between the area of the maximum intake port and the area of the maximum exhaust port is 1: 1.04. The dimension S represents a stroke. The working surfaces A and B have an angle Θ relative to the piston and / or cylinder walls C and D, as shown. The multi-section segments are such that the gas flow across the combustion chamber is as smooth as possible, the stress is reduced, and the stress is more evenly distributed among the monolithic elements 3004 and 3007. As shown, it is rounded. In the case of a two-stroke IC engine, the purpose of the smooth gas flow is to optimize the removal of two-stroke unwanted material and to minimize untreated exhaust gas remaining in the intake air after closing the port. The chamber is shown at maximum volume, and the element 3004 moves in the direction of 3139 to provide maximum compression when in the position indicated by the dashed line at 3004a. In another embodiment, the fluid flow may be reversed.

In a further embodiment, the substantially identical elements, as shown in FIG. 174 from FIG. 170 (depicted apparatus has all four toroidal working chamber), one device and / or a single design The multiple elements are modular structures so that they can be used repeatedly in the manufacture of substantially different designs of devices. Such devices include a plurality of IC engines, compressors or pumps. Features and fluid flow are described primarily in connection with combustion engines, but they are adaptable to pumps, compressors and other mechanical devices, where the volume designed as a combustion chamber is in the working chamber. Become. The plurality of piston assemblies and cylinder assemblies are both comprised of a plurality of elements secured together by fasteners. As shown, when the plurality of elements is a unitary toroid, the first cylinder element, then the piston element, then another cylinder element, etc., are passed over or through the fastener, The devices are assembled together, gradually tightened together by bolt-type fasteners. In the case of FIG. 174 , each element is moved to the appropriate position and then moved by a pin or key. FIG. 170 illustrates a method according to an example engine assembly in which the plurality of combustion chambers are modular. Here, details A and B are half of a vertical cross section along different radial portions shown in details C, D and E, and are cross-sectional views along a plane shown in the vertical cross section. Assembly 3004 reciprocates relative to assembly 3007 and is shown at bottom dead center. Details C, D and E show elements 3004 and 3007 in different positions, where the suitable detail lines shown on vertical sections A and B are close to each other. A plurality of identical ceramic reciprocating elements are indicated by 3155 and a plurality of identical ceramic cylinder elements are indicated by 3156. The intake air circulates through volume 3157, enters combustion chamber 3126 via intake port 3158, and exits via exhaust port 3159. The exhaust gas circulates through the tubular volume 3160 and is isolated from the outer enclosure 3057 by a heat insulating material 3127 that functions as a structure surrounding the volume 3160. The exhaust gas circulates to some extent in the spaces 3161 and 3162. Since they are in direct or indirect communication with the main exhaust gas circulation volume 3160, they serve to reduce the thermal gradients at selected locations of the combustion chamber elements 3155 and 3156. Reference numeral 3163 schematically shows a gas bearing for supplying superheated liquid. An additional or alternative recess for labyrinth sealing is shown at 3163a. The gas bearing and labyrinth sealing are shown only on one of the fixed or reciprocating elements, respectively. Each may instead be in the other, or in both. Each element is preferably compressed, assembled and fastened by stretchable fasteners 3164 and 3165. Fastener 3164 is located in a relatively cool intake flow volume and is therefore a conventional design. Fastener 3165, on the other hand, is adjacent to hot element 3156 and hot exhaust volume and is therefore a tubular design. The interior of the tube leads to a cooler volume, for example containing inspiration, at a position as indicated by “L”. This circulation of chilled gas serves to maintain the temperature below the temperature of element 3156 through the interior of the fastener. The load is distributed along the periphery or tip of elements 3155 and 3156 by means of load distribution elements 3166, 3167, 3168, 3169 shown in broken lines. In selected embodiments, elements 3166-3169 have additional other function (s), including guide systems, bearings and / or sealing elements where possible. They may function as elements of the fuel supply system or friction system and may additionally or alternatively be insulation. Similar to sealing, friction and bearing issues are described elsewhere in this specification. Here, element 3168 blocks a portion of the tubular exhaust gas volume 3160. FIG. 171 shows a cross section of details of an additional alternative of fastener 3165. Here, the hollow extensible member 3170 is not tightly fitted within the element (s) 3156 and is provided by an insulating and / or elastomeric intermediate layer 3171 that is any suitable material including ceramic wool. Separated from them. The engine depicted in FIG. 170 has four identical combustion chambers. It is possible to build other engines using elements 3155 and 3156, including engines with two combustion chambers, and engines with six or more combustion chambers if the volumes 3157 and 3160 are large enough It is clear that Alternatively, elements 3155 and 3156 can be used for other engines where one horn mata has multiple pairs of combustion chambers. Here, for example, a plurality of heat exchangers are located in the volume 3160, and therefore the enclosure 3057 has a larger diameter. When building different engines using standard elements 3155 and 3156, other elements such as fasteners, enclosures, etc. may be specific or different for each engine design. The combustion chambers shown in FIG. 170 and elsewhere are generally shown with an angle between the wall and the head / crown (angle Θ in FIG. 169 ) of around 110 ° to 120 °. In practice, the plurality of chambers can be designed at any suitable angle Θ, including 90 °. As will be described subsequently, the filamentous material useful in exhaust gas cleaning may be provided at any convenient location and is shown by way of example at 3160a.

FIGS. 172 , 173 , and 174 show a further example of an engine having a plurality of modular combustion chambers. Although FIGS. 172 , 173 , and 174 each show a different engine, the illustrated method is similar to FIG. 170 . Both the size and arrangement of the multiple combustion chambers, and the basic arrangement of toroidal elements 3155 and 3156 are similar in all four engines. The variation (difference) is mainly in the flow of gas and the way in which the load is transmitted to and from elements 3155 and 3156. 172 and 173 illustrate (shown) how two substantially different engines can be assembled using a plurality of the same combustion chamber elements, so that details A, B, C, D in each figure are shown. And E are represented in parallel for comparison. The vertical cross section is together on one sheet and the cross section is together on the next sheet. Thus, each figure is divided into portions of A and B, following FIG 172A and FIG. 173A, there is a diagram 172B and FIG 173B. Similar to the cross section of fastener 3164, combustion chamber elements 3155 and 3156 are the same in both engines, but their lengths are not necessarily the same. Insulation 3127 is arranged as shown in both engines, such as load distribution elements 3166 and 3168. In the engine of FIG. 172 , the intake air circulates in a tubular volume 3172, enters the combustion chamber via the intake port 3173, and exits into the high temperature / high pressure exhaust gas circulation volume 3175 via the exhaust port 3174. go. In one embodiment, as shown in FIG. 166 , the exhaust gas passes to a turbocharger from which the cold / low pressure exhaust gas passes to the central volume 3176. Optionally, the filamentous material schematically depicted herein may be disposed in one or both of the exhaust volumes 3175 and 3176, and is schematically illustrated by the example of 3176a. The plurality of elements 3155 are separated from the plurality of load distribution elements and from each other by a plurality of spacer plates 3178 having holes to a plurality of spacer rings 3177 and an accommodate volume 3175. The plurality of elements 3156 are separated from the plurality of load distribution elements and from each other by a plurality of spacer rings 3179 and a plurality of intake port rings 3180. Each spacer ring has a series of internal protrusions with optional holes for gas circulation and equalization. The intake port ring has one or more holes that allow intake air to pass through. Tubular intake volume 3127 is surrounded by a case 3181, where the case has a passage 3182 containing circulating liquid therein to cool the case and thereby indirectly cool the intake air. The case 3181 forms a part of the structure surrounding the volume 3127. The engine of FIG. 173 , like that of FIG. 172 , has the same combustion chamber elements 3155 and 3156, so it has the same stroke and similar intake and exhaust port openings, indicated by reference numerals 3173 and 3174, respectively. Guessed. However, the gas flow is different, and the intake flow of the central volume 3183 flowing to the intake port via the passage 3184 and the transport port 3185 then leaves the combustion chamber via the exhaust port 3174 and is essentially tubular. Go to exhaust treatment volume 3175. The difference from the engine of FIG. 172 is that instead of the spacer plate (s) 3178, a set of eight higher ring-shaped spacer plate (s) 3186, each of which can adjust the volume 3175, is used. Instead of the intake port ring (s) 3180, only the higher transport port ring (s) 3187 are used. Note that the plurality of spacer elements 3177 and 3179 remain unchanged. Since the gas flow is different, the outer case 3181 can be eliminated. In both engines, there is a special volume 3188 that leads to volume 3175 in or adjacent to multiple elements 3156 and therefore may also contain exhaust gas. As before, the purpose of the multiple volumes 3188 is to reduce heat loss in the combustion chamber through the multiple elements 3156. A part of the plurality of elements 3155 and 3186 becomes a part of a structure surrounding the volume 3155. When the volume B is used for the intake, in a manner of insulation shown in FIG. 163, optionally, a heat insulating material indicated by the dashed code 3183a it may be provided around the volume 3183. Additional outer structures may optionally be provided that are optionally heat insulating, as indicated by the dashed line at 3127a.

In further embodiments, the piston assembly and / or cylinder assembly may be secured together by a tensioned tube. Optionally, the tube is threaded in whole or in part. By way of example, the engine of FIG. 174 illustrates an alternative method of assembling / fastening / attaching multiple combustion chamber elements using tubes. The plurality of elements 3189 and 3190 are similar to those previously described, with a volume 3188 that allows the passage or passage of exhaust gas passages. Here, the intake air proceeds to the combustion chamber via the intake port 3173 in the tubular volume 3127, and the exhaust gas proceeds to the central tubular exhaust gas volume 3191 via the exhaust port 3174. The outer case 3181 includes a part of the structure surrounding the volume 3172. Instead of using conventional multiple stretch (tension) fasteners (such as 3164 in FIGS. 172 and 173 ), the engine is assembled by means of a pierced tube. Inner tube 3192 is threaded on its outer surface continuously (perforated). The load distribution ring (s) 3193 is threaded over the inner tube 3192 and is in a final position secured by means of a plurality of locating pins or keys 3194. The plurality of rings support element 3189, which is further constrained by a rectangular sleeve 3195 with rounded corners, inserted into a pre-formed hole in tube 3192, and constrained by means of a plurality of pins 3196. Exhaust gas passes from the port 3174 through the sleeve 3195 to the volume 3191. In a similar manner, the plurality of elements 3190 are supported by means of load distribution ring (s) 3197 threaded into the outer tube 3198 and secured by means of a plurality of locating pins or keys 3194. In the final position. The plurality of elements 3190 is further constrained by a circular sleeve 3199 that is threaded through a pre-formed hole in the outer tube 3198 and is constrained by means of a plurality of pins 3196. The intake air passes from the volume 3172 through the sleeve 3199 to the intake port 3173. Thermal insulation 3127 in contact with the outer tube in outer tube 3198 prevents heat loss from the exhaust gas in volume 3188. The outer case 3181 defines a volume 3172. In another embodiment, depicted only in details B and E, the case has a number of protrusions 3200 in the flow of intake, optionally from the intake over the case 3181, as in an aftercooling scheme. Made of material with good thermal conductivity to transport heat. This device can be used in situations where the fluid surrounding the case is cold, such as below the surface of a marine application, or at a high altitude of an airplane application, and / or where the intake air is already hot, eg due to pre-compression. Especially useful in The plurality of protrusions 3200 are shown only schematically, and they may be configured in any way, either integrally with or attached to the case. Alternatively, if it is desired to leave the heat generated by any intake air compression intact, the case 3181 may be configured to include an outer insulation, schematically indicated by the dashed line 3183a, and / or Alternatively, it may be inside element 3181, as schematically indicated by the dashed line 3183b. Exhaust gas reaches volume 3188 associated with element 3189 from volume 3191 via a plurality of holes 3201 in inner tube 3192. It varies in thickness in cross section and strengthens the ribs that run vertically or longitudinally on the inside of the tube between the exhaust sleeves 3195. Within each rib are two capillaries 3203 that are part of the fluid distribution system, one for feeding all the chambers moving in one direction (3004) and the other in the other direction. (3004) for a plurality of chambers, which communicate with the combustion chambers via load distribution ring (s) 3193. Here, two tubes 3203 are shown in each longitudinal rib, and any pair of systems of tubes or elongated gallery may be used, but the ring (s) 3193 Via and / or directly to the combustion chamber. The fuel supply need not be in a tube, but may be in a plurality of fuel lines in volume 3191 and may be made to through 3192 via a plurality of connections, couplings, and the like. Fuel delivery is shown here associated with the inner tube, which is equally possible when associated with the outer tube 3198. To supply multiple, similar systems of pipes / passages / fuel lines, or for other purposes at any desired location in the engine, or to supply fluids used for lubrication Can be used. In FIGS. 172 and 173 , multiple fasteners were attached to multiple load distribution elements 3166 and 3160. Here, the outermost rings 3197 may be identical to the inner ring 3197 or they may have other functions such as bearings, gas seals, guide system elements 3204 as shown in the figure. And may be integrated.

In order to prevent differential rotation between the plurality of elements 3189/3190 and their respective support rings 3193/3197, the support surfaces of the plurality of rings are provided with relief of corresponding support surfaces of the plurality of combustion chamber elements. It may have multiple protrusions and / or undulations that are equally matched. In a schematic view, FIG. 175 shows a partial front view of a ring with support surface relief. On the other hand, FIG. 176 similarly shows a portion of a ring having a plurality of protrusions or nipples having a fuel delivery pipe 3203. It should be noted that both the piston assembly and the cylinder assembly are made from a plurality of elements that are secured together by a plurality of fasteners. When the plurality of elements is a unitary toroid as shown, the first cylinder element, then the piston element, then another cylinder element, etc. are placed on or passed through the fastener, The device is assembled all together with each element after passing through the position determined by the pin or key. For large devices, such as marine engines, it may not be easy to make the elements from a single piece of ceramic material. In such cases, the multiple toroidal elements are made up of multiple pieces. For example, considering a toroidal element in plan view, it may be composed of six equivalent pieces or parts, each arc being 60 °, optionally with a vertical or A vertical thin compressible gasket and / or some powder may be provided. In the case of the apparatus of FIGS. 170 to 173 , the piston assembly and the cylinder assembly each have 12 bolts, a total of 24. Two bolts are passed through each piece. In the case of FIG. 174 , the beginning and end of the 360 ° rotation of each through-hole of the tubular fastener is separated from five other through-holes among a total of six parallel through-holes. As such, each of the six toroidal element portions will be processed in the same manner.

As the engine grows, it is possible to make one homogeneous piece of multiple ceramic toroidal “rings”, such as elements 3155 and 3156 in FIGS. 170 , 172 , 173 , and elements 3189 and 3190 in FIG. 174 . Will be more difficult or more expensive. In another embodiment, such multiple toroidal rings are made up of any number of parts (fragments) assembled in any convenient manner. In a further embodiment, the hollow ceramic spacer piece through which the fastener can pass is separated from a plurality of identical ceramic elements or assemblies in a toroidal configuration. The plurality of assemblies are optionally placed in mirror image positions relative to each other, for example as shown in FIGS. 172 and 504 . As an example, FIG 503 shows a half of a ring element 11 of the maintenance that is similar code 3156 in FIG. 172 as a plan view. On the other hand, FIG. 504 is a typical cross section through element 11. It is made up of six equivalent ceramic pieces or pieces 12 secured together by an endless band 13 of any convenient material, including high temperature stainless alloys, certain carbon compounds and the like. In this part, the broken line shape of the element 15 which reciprocates when the working chamber 16 having the cylindrical surface 16a is expanded to the maximum is shown together with the center of reciprocation indicated by the dashed line CR. The shape of the broken line of the ring equivalent to the element 11 is indicated by reference numeral 16 although it is a mirror image arrangement. A spacer piece 17 is shown here at the port 18 for the exhaust gas, together with an exhaust treatment volume 19 which is partly bounded by a thermal insulation piece indicated by the dashed line 20. Optionally, the intake gas is in zone 21 and communicates with the band surface at 22 before entering the plurality of working chambers. The plurality of holes 23 of the plurality of pieces 12 accommodate a plurality of fasteners 24. Here, the size of the intake air circulates between a plurality of fasteners and the surface of the hole. After baking (firing), the faces of the adjacent portions 25 of the elements 12 are optionally machined, the pieces are assembled, and the band 13 is placed around them by any convenient means. Optionally, a very hot temperature band 13 is placed around the cooled or chilled pieces for assembly, and when the temperature is restored by natural heat dissipation, the pieces expand. Make sure that the band contracts and that a strong load is applied. Optionally, after assembly, the plurality of surfaces 16a (and optionally surfaces 16b) are machined. Optionally, the assembled ring 11 is heated (heated) for a time sufficient for the surfaces 25 to fuse together. In another embodiment, a plurality of keys are used to align the plurality of surfaces 25 with each other, as shown schematically at 27. Optionally, fine dust in the ceramic powder can be used for banding and / or heating (heat bath), before being coupled into the engine and / or during the first run / run-in operation, for any fusion. In order to assist, it is arranged between a plurality of surfaces 25. The powder may be the same material as the pieces, or it may be a different ceramic or other material. In another embodiment, the plurality of surfaces 25 are not accurately fired and machined, and a thick ceramic powder coating or viscous slurry is disposed between the surfaces, as indicated at 26. It is beneficial. Prior to being coupled into the engine and / or during the first run / run-in operation, due to the pressure and / or heating of the band, the slurry becomes dry and hard, and / or the powders Will be physically connected and fused with each other. In another embodiment, the plurality of pieces of face 16 a (and optionally face 16 b) are machined prior to being incorporated into ring element 11. In another embodiment, the pieces are secured together by a device that surrounds the periphery to provide a tension load by pressing the pieces inward against each other. The device includes a band having an end that is gradually pulled or tightened by any means. In a further embodiment, after the pieces have fused together, the device surrounding the tensioning load is removed.

Previously illustrated embodiments have shown a piston / rod assembly having at least one end coupled to an output transmission element, such as a snap ring, a crankshaft pin or an extensible coupling to a crankshaft. . Here, the clearance between the ceramic surfaces of the piston / rod assembly and the cylinder wall is very small, the tolerance or wear rate at the rod output transmission end is relatively large, and the distortion at the output transmission end is The rigid piston / rod assembly is twisted or displaced sufficiently to fill the small clearance gaps between the chamber faces. In another embodiment, the piston / rod assembly is mounted in any manner on the output transmission element so that the approximate center of axis of rotation is allowed to allow a small range of motion of the piston / rod assembly relative to the output transmission element. It is done. In another embodiment, the plurality of piston / rod assemblies and / or the plurality of cylinder assemblies are secured in an assembled state by being sandwiched between a plurality of metal plates. The plurality of metal plates are optionally toroidal and are attached to each other with a plurality of (optionally metal) fasteners passing between the plurality of plates. In a further embodiment, an optional load transmission element (optionally metallic) is sandwiched between ceramic elements near the center of the reciprocating assembly. In additional embodiments, at least one metal plate proximate to the tip of the reciprocating assembly, or a plurality of fasteners securing it thereto, is used to secure any load transmitting element. In a further embodiment, an air heating device is placed close to the plurality of intake ports of the combustion engine to assist in cold start. In another embodiment, the outermost ceramic element of the cylinder assembly is clamped and secured to an outer metal plate that maintains the assembled cylinder assembly. In a further embodiment, a fluid transport device and / or glow plug is mounted so that the majority of the gas is exposed to the intake gas before entering the plurality of working chambers. In a further embodiment, the fluid transport device and / or glow plug is a plate (optionally metallic) that is one of two that optionally secures either the assembled piston / rod assembly or the cylinder assembly. The position is fixed directly or indirectly. In a further embodiment, the hollow ceramic spacer piece through which the fastener can pass is separated from a plurality of identical ceramic elements or assemblies in a toroidal configuration. The plurality of assemblies are optionally placed in mirror image positions relative to each other, for example as shown in FIGS. 172 and 504 . In another embodiment, a plurality of fluid lines (piping) for fuel and / or refueling, and / or transmission members such as wiring (wires) or other electrical or electrical circuit or signal wiring, For the most part of the length, the circulating intake gas is arranged so as to be in contact with the majority of their cross section. In a further embodiment, the majority of the sensing or measuring device is exposed to circulating inspiratory gas. In an additional embodiment, the IC engine insulation case has a removable panel or door accessible to any part of the engine, including the exhaust treatment volume. In a further embodiment, the ceramic or other material used to define the working chamber is not the material used to define most of the exhaust treatment volume. In another embodiment, the insulation case for the engine considered here has substantially three basic parts. Such as (1) an outer case of any reasonable hardness and durability, (2) an insulating material against the heat and / or vibration and / or sound, or a partial vacuum inside the outer case One or more layers or portions of the missing material, (3) the space (s) fixed to a part of the engine and inside the engine and inside the insulating material and / or the partial vacuum And any suitable material inner structure (of some kind of metal, such as steel) that serves to hold the part of the engine to define and keep constant. In another embodiment, a roughly cone-shaped member (optionally penetrated or discontinuous) is used to transfer work to or from the piston / rod assembly. In a further embodiment, thermal insulation is disposed between the volume for intake gas flow and at least a portion of the piston / rod assembly. In another embodiment, a stroke expansion device, optionally as disclosed elsewhere in the specification, transmits work to or from the piston / rod assembly and piston / rod assembly. It arrange | positions between the members to do. In a further embodiment, a device for converting reciprocating motion into rotational motion is disposed in the flow of intake gas in the engine (optionally or partially in the piston / rod assembly). .

To at least partially illustrate some embodiments of the above paragraph, by way of example, FIG. 505 is shown with a dashed line at 31 that defines two working chambers 32 and 33 having a common exhaust port 34. In a “fixed” cylinder assembly, a piston / rod assembly comprising two “rings” 11 arranged in mirror image with respect to each other, located at the midpoint of reciprocation in the direction of reference numeral 30. Multiple elements (optionally of ceramic material) are shown with a double line hatch, multiple elements (optionally of metal) are shown with a single line hatch, and any element comprising ceramic and / or metal A plurality of elements that may be composed of suitable materials are indicated by crossed hatches. Between the assembled rings 11, there are ball holding portions 35 having an arbitrary configuration and an arbitrary number of parts. It is shown schematically as a single piece, but is usually made from two parts adjacent to line 36. The structural load transmission member 37, as highlighted by the reference numeral 38, has its center gripped by the ball holder so that the end of the load transmission member can relatively easily make very small lateral movements. The ball 38 is enlarged. The piston / rod assembly is secured in assembly by fasteners 39 that support a plurality of (optional) toroidal end plates 40 that sandwich the plurality of rings 11 and ball retainers 35 together. Although only one fastener is shown for clarity, any number of fasteners can be used, with 5 to 8 being a reasonable number in the illustrated embodiment. Optionally, the plurality of plates may be coupled to the plurality of rings 11 by a plurality of solid and / or compressible intermediate layers or gaskets 58, optionally having thermal insulation that limits the flow of heat from the plurality of rings to the plurality of plates. Has been separated from. The plurality of fasteners are in a plurality of sizes in the plurality of rings 11 so that the inspiratory gas circulates around the plurality of fasteners that are routed through the passages 42 into the plurality of rings. Pass through too much hole 41. The interior of the plurality of rings via a plurality of holes or passages 45 in the ball holder 35 (optionally in the direction of reference numeral 60) or from the intake holding volume 44 via one or more passages 43. Intake gas passes through. As shown in the lower half of the figure, the plurality of rings 11 can be any compressible material, including ceramic mats (rugs), any rigid material that is a gasket, or optionally powder, slurry, or outline. It has any kind of separating interlayer, for example other materials that fuse with each other and / or with multiple rings. As indicated by “B”, the ball holder 35 is attached to any compressible material or compressible gasket 47. Here it is shown on three sides, but it can be on any number of sides. The ball is also held by any kind of intermediate compressible material or intermediate compressible gasket 48. Further, as indicated by “B”, the glow plug 49 is fixed in position by the plate 40 and supplied with electric power via an elastic or coiled electric wire 50 for starting at room temperature. Similarly, the air heating device 51 is supplied with electric power through the electric power wiring 50. Optionally, any type of lubrication including a material such as graphite may be provided between the ball holder 35 and the ball 38. “A” includes an embodiment in which an elastic or coiled line (pipe) supplies lubricating fluid to the ball joint via a passage 52 and at least one elastic or coiled winding. A fluid delivery device, such as an injector, which is supplied via the line 55, fixed in position by the plate 40 and discharged into the initial combustion zone 59, and for at least part of the operating cycle, A gas heating device 56 for cold start is shown attached to a plate or other member of the cylinder assembly that protrudes at least partially into the volume inside the plurality of rings. The plurality of electrical connectors or wiring 57, and optionally also the plurality of electrical connectors or wirings 50, are also always mounted in one or more volumes through which the intake gas circulates, never let the hotter part of the engine The cylinder assembly is “fixed” to indicate that it does not pass, but the power supply 57 is symbolically shown as a coil. In a similar embodiment, the fluid supply lines 55 and / or 52 are always mounted in one or more volumes through which the intake gas circulates and never pass through the hotter part of the engine. In another embodiment, the ball joint is designed to have sufficient width of movement so that at least one end of the structural member 37 is coupled to the crankshaft. In a further embodiment, each end of the structural member 37 is two so that when measured through the center of the piston / rod assembly, the plurality of crank pins are substantially 180 ° with the other. Coupled to one of the crankshafts and optionally mechanically coupled. In such a configuration, the side load of the piston / rod assembly is approximately balanced and the clearance gap in the air bearing between the piston / rod assembly and the cylinder assembly is unlikely to breach. In a further embodiment, when one of the two mechanically coupled crankshafts and each end of the member 37 are in communication (transmission), an elastic or stretchable bearing or other device is In order to replace the ball joint shown in FIG. 505 , it is included at any point of the connection between the plurality of crankshafts. The optional location includes at least one connection between the end of the member 37 and an optional crankpin, or a rotating point located approximately at the center of the member 37. For example as in FIG. 55 to FIG. 60 and FIG. 94 through FIG. 96, here including those disclosed, any kind of elastic or stretchy bearings or other device, a plurality of There may be a ball joint in all connections between the crankpins, included or adapted to the position shown or any other position. In the above embodiment, cold start is accomplished by the use of multiple glow plugs, additionally or alternatively, by multiple heating coils or other devices to warm the intake air before entering multiple working chambers. . In another embodiment, the best means in which at least a portion of the entire engine in the case (and optionally any other assembly) is described as pre-start heating (hot bath) before the engine is started. The start at room temperature is assisted by the period of heating gradually by any means. Heating (heat bath) is schematically illustrated by heating the fluid in the case by any means including a plurality of heating coils and / or by a heating element 51a indicated by a dashed line connected to the electrical circuit 50. By any means, including heating a solid "fixed" or reciprocating element by means of a heating element placed on or embedded in the element Realized.

FIGS. 506 and 507 schematically illustrate further examples of the above embodiment, each showing an arrangement on only one side of the reciprocating center CR. Elements that are optionally ceramic materials are indicated by double-line hatches, and elements that are optionally metal are indicated by single-line hatches, and any element comprising ceramic and / or metal Elements that may be of an appropriate material are indicated by a cross hatch. They are two toroidal working chambers with a piston / rod assembly located at the midpoint of two “rings” 11 arranged in mirror image positions with each other and a common exhaust port 34 leading to an exhaust treatment volume 61. A reciprocating movement in the direction of 30 is shown inside a “fixed” cylinder assembly including two additional “rings” 31 arranged in mirror image positions to define 32 and 33. The exhaust treatment volume is optionally partially encased by a thermal insulation 62 specific to the exhaust treatment volume. A portion of the engine case includes an outer skin (outer surface) 63 that is any suitable solid material, an intermediate layer of thermal insulation 64 that is any suitable material, and any suitable (but optionally steel or It is shown in the upper part of the figure, with an internal structure 65 that is a material (of some metals such as aluminum). Referring to FIG. 506, the piston rod assembly, as depicted in FIG. 505, in general, it comprises similar elements the same number. The plurality of piston / rod assembly rings 11 are assembled by means of a plurality of shafts 96, a plurality of plates 40, and optionally a plurality of fasteners (not shown) on a plurality of intermediate layers or a plurality of gaskets. Fixed in a fixed state. When assembled, a flanged bored cone 66 between any of the rings 11 with any convenient bearing 67 that couples to any kind of clasp yoke or member 68. There is. The ring stop or member optionally has a plurality of holes 68a through which intake gas circulates and has an elongated slot 135 that communicates with at least one crankpin 69 that travels along the path 70 on the crankshaft. The cone is provided with a plurality of holes 73 that allow the intake gas to flow widely to and from the intake gas volume 42 in the direction 60. In another embodiment, a second cone, indicated by reference numeral 68a, is coupled to the second stop ring. A crankshaft bearing (not shown) is fastened to a plate 71 that is part of a cylinder assembly (optionally with a plurality of intermediate layers or gaskets) and is schematically indicated by the dashed line 72 It is supported by. In other embodiments, any type of snap ring including those disclosed herein may be used, and element 68 may be any type of single or double or segmented plate, or an elongated slot. Any structure having In a further embodiment, bearing 67 is omitted and the cone element 66 is integral with the plate element 68. In another embodiment, there are two types of cone elements and two types of stop ring elements, one of which is coupled to a crankshaft located on one side of a reciprocating center CR. In another embodiment, the element 68 is not conical in shape and has any convenient shape, including a flat shape, a dome shape, a pyramid-like shape, and the like. In a further embodiment, the one or more elements 68 are connected to one or more connecting links that are attached in any manner with “big end” and “small end” bearings. ). If there are two linkages and two crankshafts and they rotate synchronously, the at least one bearing is optionally of the elastic or deformable type as disclosed herein. The cylinder assembly includes a plurality of hollow spacers 74 located in one or more exhaust ports 34 common to both working chambers, along with a plurality of plates 71 of optional material (optionally metal outside each ring). It includes two rings 31 that are separated from each other and arranged in mirror images of each other. They are all secured in an assembled state by one or more fasteners each including a partially penetrating hollow metal tube 75, a plurality of washers 76, and a plurality of nuts 77. Another fastener axis is indicated at 96. The fasteners pass through a plurality of oversized holes in the plurality of rings 31 and the plurality of spacers 74, and the plurality of fastener holes 78, as indicated by arrows 79, draw inspiratory gas from the volume 44. Circulate into the space between the fastener and the plurality of holes. Optionally, a scoop is passed over the end of the fastener. In other embodiments, all or part of the fastener configuration shown in this figure is adapted to multiple fasteners of the piston / rod assembly. The heat insulating material 62 of the exhaust volume is in contact with the structure 65 and the plurality of plates 71. The structure 65 may be perforated or discontinuous as shown here for any reason, including weight loss. Optionally, one or more partial vacuums are provided in the case assembly at any suitable location, including discontinuous portions of the structure 65, as shown by the example at 81. The plate 71 is attached to a plurality of brackets or flanges 91 having slots. The bracket or flange is attached to the structure 65 by means of a plurality of shims 92, a plurality of threaded studs 93, and a plurality of nuts 94. Optionally, as indicated at 95, a plurality of reinforcing flanges may be provided. A portion passing through the lower portion of the ring 31 without the fastener is taken, and its enclosure indicated by a one-dot chain line 96 is shown at a height of 82. One or more fluid delivery devices 54 are fixed in position by a plate 71, supplied with fluid from an elongated chamber 83, and optionally have a plurality of heat transfer fins 84, optionally in the form of a toroid or ring. . By varying the volume of the elongated chamber and the degree of fin placement, the temperature of the fuel relative to the temperature of the intake gas can be adjusted. The bent glow plug indicated by the broken line 49 is inserted into the bent hole, fixed in position by the plate 40, and powered by the elastic or coiled wiring 50.

FIG. 507 shows the stroke expander deployed in the center of the piston / rod assembly, if necessary, similar to other stroke expanders previously disclosed. Four struts 85 of any material (which may be metal if desired) are attached to an annular ring 86 at one end and any suitable bearing 87 at the other end, And any of the members disclosed herein, as suggested by 60, to circulate the charge air between the struts 85 from and to the charge gas volume 42 and to the charge gas volume 42. enable. The bearing is connected to any type of structural member 89, which is connected to any type of reciprocating mechanism including any type of electric motor / generator. The flange 86 is installed in a recess or depression in the ring 11 between spring sets 96 made of any suitable material (eg, metal). If necessary, the spring 96 may be configured based on an annular plate 88. Plate 40 has an intermediate layer or gasket 58 as required and uses a fastener (not shown here) to secure the piston / rod assembly as described elsewhere herein. Hold on to one. Optionally, at any particular joint of either the cylinder or the piston / rod assembly, for example, in the manner of a cylinder assembly where the plate 71 is in direct contact with the ring 31 as shown here, the intermediate layer is also The gasket may not be provided. A curved fluid supply assembly 54 is installed in a similarly curved hole 54 in the ring 11 and secured by a plate 40 to which fluid is supplied via an elastomeric or coiled fluid line 50. The 97 configuration shows how a curved injector or lighting plug 98 is placed in the oversized hole 99 using press fit at the bottom and indentation of the plate 40 to precisely position the head. It is shown schematically. Installation If necessary, the supply gas, for example, or open the one or more holes in the plate 40, and / or one or more or installing the ventilation tube or scoop 80, as required in the same manner as FIG. 506 It is preferably circulated in the space between the injection or lighting plug and the hole wall by any convenient means such as. In the present embodiment, the rings 31 are not attached to each other, and it is possible to form a circumferential discharge port 34 that is not affected by a failure. As another configuration, each ring may be attached to the plate 71 using one or more saddle-type fasteners 100 respectively installed in the recesses 105 having a special shape of the ring 31. Plate 71 is fastened to structure or frame 65 by any convenient means (by welding as indicated at 101 as required). You may install the hardening flange 95 as needed. Outer surface of casing attached by fastener with shaft 102 to remove or replace or modify filament material or any other material 104 and / or to replace exhaust gas volume insulation 62 The exhaust gas treatment volume 61 has a hatch or door 103 of the same material as 63. In another embodiment, plates 40 and 71 are a series of plates and / or other members rather than a single complete annular plate.

FIGS. 508 and 509 schematically show still another example of the above-described embodiment. Each drawing shows the arrangement on only one side of the center of the reciprocating motion CR. Parts made of ceramic material are shown shaded with double lines as required, metal parts are shown shaded with single lines as needed, and any ceramic and / or metal-containing Parts made of the appropriate material are shown with cross-hatching. FIG. 508 shows a piston / rod assembly with two “rings” 11 positioned at the center point of reciprocation in the direction 30 inside the “fixed” cylinder assembly and positioned in mirror image positions with respect to each other. . This “fixed” cylinder assembly further includes two “rings” 31 arranged in mirror images of each other and has a common exhaust port 34 leading to the exhaust gas treatment volume 61, at least partially thermally. Two toroidal working volumes 32 and 33 alongside the insulating material 62 are defined. The cylinder assembly is held together by two plates 71 and an on-axis fastener 96 with threaded bolts 108, washers 76, and nuts 77, respectively. The bolt is arranged in the hole 109 having an excessive size of the ring 31 and the spacer member 74 in the configuration indicated by “A”. If necessary, a passage 110 leading to the volume 109 is provided between the bolt 108 and the wall of the hole 109 in the ring 31 together with the mounting cylinder 111 installed on the plate 71. A hose or line 110 a supplies any fluid, including charge gas and / or liquid coolant, and circulates in the volume 109. If necessary, provide similar passages, mounting cylinders and hoses or lines towards the other end of the hole to direct the fluid so that most of it flows in one direction through the hole. Good. In another embodiment, there is only one passage leading to the hole, and the fluid forms a pulse wave as necessary to create negative and positive pressure waves, causing fluid movement within the hole. In another embodiment, from the other end of the hole 109, through the head 71, across the back of all assemblies, a second mounting cylinder 111 and a second that terminates at the fluid return line or hose 112a. A passage 112 is provided to allow the fluid through the hole 109 to create a wide and constant flow. This fluid flow is provided here for cooling the fastener, but may be provided for any other reason as desired.

In another embodiment, the piston / rod and cylinder assembly disclosed herein does not have as a major part the ring pair configured to mirror each other as generally disclosed herein. Any number of main parts, any configuration, any arrangement may be provided. In yet another embodiment of all engines disclosed herein, all portions of the piston / rod assembly that contact one or more operating volumes form a single member. In another embodiment, the broad principles disclosed in the description of configuration “A” above apply to any part of any engine described in this disclosure, regardless of which part of the disclosure it is. The circulating fluid stream may be supplied for any reason including cooling and / or lubrication. For example, FIG. 508 shows a state in which the pressure measuring device 113 is attached to the tube 114 having a hole and both are installed in the hole 115 having an excessive size of the ring 31. The volume in the hole and tube communicates with the mounting ring 111 and the fluid supply line or hose 110a through the opening in the plate 71. By doing so, the fluid forming the pulse wave is supplied as described above. The piston / rod assembly including the ring 11 is held in an assembled state by a series of straps 116 at each end having a head holding a bolt 118 secured to the annular load distribution plate 119. Optionally, an intermediate layer or gasket is provided between the plate 119 and the ring 11 as illustrated above. The strap passes through an oversized hole 120 in the load transfer plate 121 clamped or clamped between the recesses in the ring 11. This hole allows the supply gas to circulate to or from the supply gas volume 42 as suggested by arrow 60. The load transfer plate has a hardened structure 129 on which any kind of device, here indicated by the cross symbol 124, is installed to form a pinched fix to the tension connection 123. . It is noted that the tension connection 123 here passes over one or more rollers 124 and passes through the crank pin bearing 125 forming the path 70, through the spring 126 and the shaft collar 127, and the shaft collar, spring, Or a cable that terminates in any kind of extension (here knot 128) that cannot pass through the bearing. The crankpin is installed on a crankshaft (not shown), and the crankshaft is installed in or on a support structure indicated by a broken line at 72. Inside the support structure, the plate 71 is firmly attached by any means. A distance is provided between the strap 116 and the strap 116 so as not to cause the support structure 72 to malfunction. In another embodiment, the tensile connection 123 passes through the entire piston / rod assembly as shown by the dashed line at 130 and connects to the second crankshaft. In yet another embodiment, any type of offset drive shaft, shown in dashed lines at 131, may be connected to the piston for any purpose, such as driving another mechanism or mechanically connecting two crankshafts. / Through the rod assembly. FIG. 509 is located at the central point of reciprocation in the direction 30 inside the “fixed” cylinder assembly, and a single “ring” 106 (in the previous drawing, two “ FIG. 2 shows a piston / rod assembly with a “ring” 11 in general form. This “fixed” cylinder assembly further includes two “rings” 31 arranged in mirror images of each other and has two toroidal working volumes with a common exhaust port 34 leading to the exhaust gas treatment volume 61. 32 and 33 are defined. In another embodiment, the ring 106 is divided into any number of parts in any configuration. The cylinder assembly is positioned in a mirror image position with respect to each other and utilizes two fasteners, a shaft illustrated in 96, and a plate 71 on the intermediate layer or gasket 58, which are held in an assembled state. A ring "31 is provided. Two load transfer bowls 132 made of any suitable material, such as metal, are mounted on an intermediate layer or gasket 58 of any suitable material, such as bolts 108, washers 76, and nuts 77. It is connected by any type of fastening member so that it does not hit the thermal insulation 107 installed on the inner surface of the ring 11. The intermediate layer or gasket 58 is placed on the surface of the ring 11. A hole 120 is provided in the bottom of the bowl 132 to allow circulation of the supply gas to and from the supply gas volume 42 as indicated by arrow 60. At least one of the bowls has any type of load transfer structure (may be punctured as shown at 134), such as the plate 133 shown here. The load transfer structure includes a scotch yoke having an elongated slot 135 that drives a crankpin 69 having a path 70 mounted on a crankshaft (not shown). The crankshaft is installed in or on a structure fixed to the plate 71 and indicated by a broken line 72. Any type of scotch yoke, including those disclosed herein, is used as appropriate. In another embodiment, the other bowl 132 has a similar structure with a scotch yoke and drives the second crankshaft. In another embodiment, for any purpose, such as driving another mechanism or mechanically connecting two crankshafts, any type of drive shaft, shown in dashed lines at 131, may be connected to the piston / Through the rod assembly. Such a drive shaft may be provided at any convenient position, such as the center of the piston / rod assembly, as long as at least a portion of the load transfer structure 133 is offset. A temperature and pressure measurement of the charge gas, schematically shown at 136, for the purpose of heating the charge gas immediately before the elastomeric or coiled or foldable electrical and / or electronic circuit 50 enters the inlet when open. Communicate with the device and heating coil 137. Both the electrical and / or electronic circuit 50 are installed on the bowl 132. If necessary, the heating coil is turned on immediately before the intake opening is opened and turned off immediately before the intake opening is closed. In another embodiment, the crankshaft support structure is not directly secured to the cylinder assembly as described above, but instead is attached to the engine casing structure.

In important embodiments, the piston / assembly reciprocates within the cylinder assembly. Also, the passage for the supply gas located inside the piston / rod assembly is an electric motor and / or generator, crankshaft, scotch yoke assembly, connecting structure leading to the crankshaft or scotch yoke assembly, optional Large enough to accommodate the majority of any type of mechanism, such as any type of gear or transmission, pump, compressor, exhaust gas treatment volume, Stirling engine, steam engine, and / or any type of turbine have. As described above, using a toroidal working chamber, simply increasing the inner and outer diameters by the same amount, the displacement volume is increased through the toroid as the stroke increases or other changes in the cross-section of the chamber. It can be increased significantly. To do this, it is almost certain that multiple fluid supply devices must be spaced around the toroid, but this increases the number of cylinders to achieve the desired capacity. It is less cumbersome and cheaper. Since a toroidal type fluid supply gallery in which a plurality of branches extend to a plurality of fluid supply devices can be used, similar to the gallery indicated by 63 in FIG. 506 , fluid supply can be realized without much problem. There seems to be little theoretical limitation on how far the radius can be increased in the context of a given stroke. When the ratio becomes very large, difficulties can arise when transferring large amounts of force through very short stroke connections. The ratio of reciprocating mass per unit of force gradually decreases as the diameter increases, and for a given stroke, a large toroidal engine is at least as fast as a smaller toroidal engine. It is thought that the reciprocating motion. If desired, a single cylinder / twin operating chamber that can operate a large engine much faster than a conventional large engine currently used, such as the engine used to propel a ship It is possible to manufacture in the form. These large toroidal single cylinder engines may be considered as so-called “pancake type” engines. As an example, FIG. 510 very schematically shows the general arrangement of one embodiment of a “pancake type” engine, where the “fixed” portion is shaded with parallel lines. The reciprocating part is shown shaded with a single line. The piston / rod assembly 2 shown in the center of the reciprocating movement CR moves in the direction 11, and the end point of the reciprocating movement is indicated by a dashed line at 10 inside the cylinder assembly 1. Twin toroidal combustion chamber 6 occupies band “A”, twin toroidal combustion gas compression chamber 7 occupies band “B”, and twin toroidal exhaust gas compression chamber 8 occupies band “C”. Occupy. The exhaust gas treatment volume located on the circumference is indicated by 9. The charge gas circulates through the interior of the piston / rod assembly 2 as indicated by arrow 12. Inside the piston / rod assembly 2, a hatched rectangle 5 attached to the structure shown by the broken line 4 installed in the cylinder assembly (along the lines shown in FIGS. 506 and 508 if necessary). Any type of mechanism or device shown in FIG. In another embodiment, FIG. 511 very schematically illustrates the general arrangement of another “pancake type” engine. Here, the “fixed” part is shaded with parallel lines and the reciprocating part is shaded with a single line. The piston / rod assembly 2 illustrated in the center of the reciprocating motion of the engine CRE moves in the direction 11, and the end point of the reciprocating motion is indicated by a dashed line at 10 inside the cylinder assembly 1. The twin toroidal combustion chamber 6 occupies the band “A”. The exhaust gas treatment volume located on the circumference is indicated by 9. The charge gas circulates through the interior of the piston / rod assembly 2 as indicated by arrow 12. Two rotary electric motors / generators are schematically indicated by a solid rectangle 13 and are anchored to the support structure 4. If one is used as schematically shown by a dashed line in FIG. 14 and its axis is parallel to the axis of the reciprocating motion 11, its diameter increases and the speed is limited by the centripetal force generated in the rotating part. The Thus, rather than such a configuration, two faster and smaller motors / generators that rotate about an axis parallel to 11 are used. Here, the engine has its longest length parallel to the horizon. Especially when the piston / rod assembly is mechanically connected to a linear motor / generator that reciprocates in direction 11, the total mass of the reciprocating parts is large, due to gravitational attraction indicated by “G”. One working chamber requires a larger work than the other working chamber. In other places of the specification it is disclosed how to balance the gravitational attraction by making the displacement volume of one working chamber larger than the displacement volume of the other working chamber. In another embodiment of any of the engines disclosed herein, any type of energization, such as gas energization and mechanical energization, between reciprocating and “fixed” components. Used to counter the gravitational attraction, and if necessary, when the engine is not running and stopped, the parts that reciprocate to the center of the reciprocating motion CR are energized. In FIG. 511 , arrows 15 indicate two of the plurality of mechanical springs that connect the center of the piston / assembly to the support structure 4. In yet another embodiment, the machine 13 is a reciprocating axis and / or rotational axis oriented in any angle and / or any convenient direction, such as in a direction parallel and / or perpendicular to the CRE. have. For example, CR1 indicates an axis parallel to the left machine 13, and CR2 indicates an axis parallel to the axis of the right handle machine 13 and facing away from the paper surface.

In yet another embodiment, one main part of a linear or reciprocating electric motor and / or generator is supported by any kind of biasing by a piston / rod assembly in such a way that the stroke is enlarged. . In another embodiment, windings of the main moving parts of an electric motor and / or generator cause work to be transferred between two or more stators. In yet another embodiment, at least one of the plurality of stators also moves along the line disclosed in FIG. 502 , for example. In another embodiment, the moving parts of the two main parts of the electric motor and / or the generator effectively reduce and / or at least partially against the gravitational forces acting on the moving parts. Is supported by any type of biasing, such as gas biasing and mechanical biasing. As an example, FIG. 512 schematically illustrates the general arrangement of a portion of another “pancake-type” engine. Here, the “fixed” portion is shaded with parallel lines, and the reciprocating portion is shaded with a single line. The piston / rod assembly 2 shown in the center of the reciprocating motion CR moves in a direction 11 by a total of five units of length and has a plurality of twin toroidal combustion chambers 6 having a common discharge port 16. Is specified. The end point of the reciprocating motion is indicated by a broken line at 10 inside the cylinder assembly 1. The charge gas circulates through the interior of the piston / rod assembly 2 as indicated by arrow 12. The structure 4 is fixed to the cylinder assembly 1 and supports a stator part 17 (with cooling fins 18 as required) of a linear electric motor / generator. On this linear electric motor / generator, a reciprocating part 19 (having cooling fins 18 as required) is movable in the direction 23 by 15 units of length. The reciprocating part 19 is supported by a central spring indicated by an arrow 20 and side springs indicated by arrows 21 and 22. The anchor point is indicated by a small circle. These springs are balanced with respect to the work done by the combustion chamber 6 and the reciprocating movement proceeds to the end point position indicated at 24. As shown in the upper half of the figure, any type of gas, such as an air supply gas, is pressured into the passage 26 via the supply line 25 in either the reciprocating part 19 and / or the stator 17 as required. Supplied underneath and serves as a gas bearing and / or coolant. As shown in the lower half of the figure, any type of fluid, such as liquid or air supply gas, can cause feed line 27 and return line 28 in either reciprocation 19 and / or stator 17 as needed. To the passage 29 under pressure and function as a coolant. The spring can be further adjusted or fine tuned to compensate for the gravitational attraction shown by arrow G acting on the moving part. For example, if G is in the direction indicated by “GA”, the spring in the upper half of the figure is stronger than the spring in the lower half of the figure. If the engine rotates 90 ° and G is in the direction shown in GB, spring 21 is stronger than spring 22 and spring 20 is probably omitted. In yet another embodiment, in any engine, including the engines in this disclosure, the force due to gravity acting on the reciprocating or rotating parts is arbitrary, such as gas and mechanical biasing. Depending on the type of energization, it is compensated or balanced with that energization. For example, the spring indicated by arrow 30 is positioned as shown, and if G is pointing in direction GA, the upper half spring is more powerful. In yet another embodiment, in any engine where stroke expansion is achieved by any type of bias, the gravitational attraction of any moving parts is at least partially compensated by the bias. The spring indicated by the arrow in FIG. 512 may be of any kind, and may be a coiled metal spring as necessary.

In yet another embodiment, if desired, in any engine, such as the engine disclosed herein, a substantial portion of the interior of the piston / rod assembly may be connected to the crankshaft and connection articulation (eg, a Scotch yoke). Used to convert reciprocating motion to rotational motion by any convenient means such as use. In yet another embodiment, the mechanism for converting reciprocating motion to rotational motion is coupled directly or indirectly to any type of rotating machine disposed generally within the piston / rod assembly. Such rotating machines are equipped with transmissions, differentials, electric motors and / or generators, compressors, pumps, turbines, or any other device. As an example, FIG. 513 schematically illustrates the general arrangement of a portion of yet another “pancake-type” engine. Here, the “fixed” part is shaded with parallel lines and the reciprocating part is shaded with a single line. A piston / rod assembly 2 having a thermal insulation at 31 shown in the center of the reciprocating motion CR moves in direction 11 and defines a plurality of twin toroidal combustion chambers 6 having a common discharge port 16. . The end point of the reciprocating motion is indicated by a broken line 10 inside the cylinder assembly 1. The charge gas circulates through the interior of the piston / rod assembly 2 as indicated by arrow 12. Two structural frames 4 arranged one on the front and one on the back are fixed to the cylinder assembly 1, and in a configuration similar to the configuration of FIGS. 119 and 120, a crankpin 69 leading to the elongated slot 135. Supports a toothed anti-rotating crankshaft 32 on a shaft 33 having In practice, the frame is likely to include members that are connected to each other after the engine itself is assembled, and the frame member can be passed through the interior of the piston prior to final assembly of the frame. Slot 69 is in plate 34 centered on load bearing annular plate 36 on shaft 37 and bowl 35 attached to the piston / rod assembly via fasteners. On the right side, a bevel gear 38 on the shaft 39 drives any rotary machine, such as an electric motor and / or generator, indicated by a hatched rectangle 40. On the left side, a bevel gear 38 drives a shaft 41 that mates with any other mechanism (not shown). In yet another embodiment, the features of FIGS. 119 and 120 are modified so that the shafts 39 and 41 rotate at different rotational speeds. In another embodiment, no crankshaft is provided and instead the plate 34 is connected directly to a shaft 39 that is part of a reciprocating machine (eg pump or compressor). In other embodiments, the engine is a module of a composite machine (eg, an electric motor and / or generator set or a pump set, for example), and the engine is an alternative secondary such as a generator or pump or compressor, for example. A typical mechanical device is configured to fit approximately in the space shown at 40, and is configured to fit interchangeable frames having different configurations as needed. Under such circumstances, the engine, and optionally its casing, can also be manufactured to be substantially usable in many complex machines.

In another embodiment, fluid cooling is done separately for individual fuel supply devices (eg, injectors) or heating devices (eg, light plugs). As an example, FIG. 522 shows a working chamber in which a part of the engine 51 held in place by a plate 53 and a gasket 54 is installed with a fluid supply device 55 together with its gasket 58 and a fluid supply line 56 is attached. A state in which 51 is defined along the above-described line is schematically shown. The fluid supply is illustrated at 57. The device is surrounded by an integral housing 59 that defines a space divided into an internal volume 61 and an external volume 62 that are concentrically linked to each other by a partition 60 extending from the top of the housing 61 to the vicinity of the bottom. It is. A tube 62 connected to the uppermost part of the housing 61 passes through the plate 53. In addition, the tube 62 provides cooling fluid such that the cryogenic cooling fluid, indicated by the dashed arrows, can pass through the inner portion of the volume 61 down to the bottom of the partition 60 and warmer and pass up the outer portion of the volume 62. Connected to line-in 63 and cooling fluid line-out 64. During at least some engine operating modes, cooling fluid is pumped through the volume in the flow. If desired, cooling fins 65 are installed somewhere within the housing 59 or above the device 55 and / or compressed (providing thermal insulation, sound insulation and / or vibration damping as needed). A possible material 66 is placed between the housing 59 and the engine part 51. If necessary, the cooling fluid may be supply air so that the engine can be used without wasting the heat energy absorbed by the cooling fluid. In yet another embodiment, a casing that houses the engine of the present invention comprises at least two basic elements and includes an outer portion separated from an inner portion containing the engine, the inner portion being an outer portion. Can move relatively independently of each other, and this configuration of the casing composed of a plurality of parts functions as a vibration attenuator. As an example, FIG. 523 schematically shows two versions of such a casing, one on each side of the center line CL. In both versions, the outer surface 71 made of somewhat stiff material, elastomeric and / or flexible bridges for the liquid fluid line 76, the gas fluid 78, the electrical circuit 79, and the engine of the present invention are optional secondary It has a frame or structure 75 that supports it with the machine. All of these members are formally indicated by diagonal lines 80. A range of movement of the structure 75 relative to the surface 71 is schematically indicated by a broken line 81. On the left side, the surface may not be integral if necessary, but may have a removable portion or lid 72 attached to the surface 71 by a fastener. The axis is shown at 73. There is any compressible material between the surface / lid and the structure. This material may be in a fibrous or woolen configuration, if desired, and may also function as a thermal insulator and / or sound attenuator as needed. If necessary, the structure has a hole 77 to reduce weight. On the right side, a thermal and / or audio insulation 85 that may be provided as needed is applied to the inside of the surface 71. The space between this and structure 75 is a partial vacuum. Also, any type of spring (the metal coil spring 84 shown here if necessary) acts to attach the structure 75 to the surface 71. If desired, a load distribution device or anchoring plate is mounted at the end of the spring, as indicated by the dashed line at 86. In another embodiment, the engine of the present invention is a sealed disposable unit that is not subject to maintenance or repair, is discarded after the useful life of the operator, and / or recycled and / or Or returned to the manufacturer for modification. Neither of the features of the two figures is shown in any particular scale relative to each other. In other embodiments, the engine is a module consisting of a complex machine, such as an electric motor and / or generator set or pump set. Further, the engine is, for example secondary mechanical devices for substitution, such as a generator or a pump or compressor is configured to substantially fit in the space indicated at 40 in FIG. 511, if necessary, differ from each other A replaceable frame having a configuration is configured to fit. Under these circumstances, the engine, and optionally its casing, can also be manufactured to be nearly usable in a number of complex machines, each with a secondary machine that can be replaced. . In another embodiment, a casing having a thermally insulating material encloses the engine of the present invention and any one or more other reciprocating and / or rotating exercisers disclosed herein. is doing. In yet another embodiment, one or more shafts of the one or more secondary machines are relative to the engine of the present invention and / or the casing, for example, as illustrated in FIG. Arranged at any convenient angle and / or has any convenient orientation.

In yet another embodiment, if the fastener is shown in any of the embodiments of the present disclosure, such as a conventional threaded bolt or a scissor with a washer and nut, any other optional Any suitable tightening method of the type is used. In the present disclosure, the working volume has been suggested to have a circular, cylindrical, or toroidal shape. In another embodiment, the working volume may be any shape, such as an oval shape, an oval toroidal shape, a rectangular shape, or an irregular shape. Throughout this disclosure, where there are references to identical parts that are arranged to mirror each other, that means that they are substantially the same, for example, fluid passages, minor dimensional differences, or attachments. I don't think about small differences such as whether to use insertion or hole for the purpose. In yet another embodiment, any of the engines disclosed herein can be operated in the reverse direction such that charge gas enters through the volume in the cylinder assembly and exhaust gas exits through the interior of the piston / rod assembly. It is configured in any manner with respect to the fluid flow. In yet another embodiment, including FIGS. 503 through FIG 513 and FIG. 522 through FIG 537, any of the disclosed engine configured here, FIGS. 1 through 425, FIG. 462 through FIG 501, and FIG. 514 - The engine of FIG. 521 and the vehicle or vehicle on which the engine is mounted are configured.

The engines of FIGS. 172 , 173 , and 174 all show tensile fasteners having a circular cross section disposed parallel to the axis of reciprocation. The fastener may have any suitable cross section, including the cross section of a strap or thin strip-like sheet, and may be disposed at any angle with respect to the axis of reciprocation. FIG. 177 very schematically shows a system of strap-like fasteners 3209 disposed at an angle to the reciprocation axis and at a constant radius from the reciprocation axis. For most applications, it will be necessary to have a second, corresponding system of fasteners arranged at an angle in either the opposite or parallel direction relative to the axis of rotation (not shown). For example, in the case of a cylinder-shaped housing or casing having an internal passage 3210 for fluid cooling, very schematically shown in Figure 178, to be read from the details and part of 3182 in 3181 in FIG. 172, These passages may extend substantially obliquely. Similarly, when a tube is used structurally, such as 3192 or 3198 in FIG. 174 , any opening or passage in such a tube has any shape and / or orientation (eg, diagonal). Also good. In the case of a strap that extends on a curve as shown in FIG. 177 , or in the case of either a thin-walled tube or a tube having a notch whose major dimension is not parallel to the axis of reciprocation, The tube is considered constrained. Usually, the most practical form of constraint is a part in a toroidal combustion chamber. In acting as such a constraint, the components of the combustion chamber are packed radially inward toward the reciprocating axis and somewhat perpendicular to the reciprocating axis. Thus, the placement of the strap or thin wall or other tube just mentioned can be used as a design tool to distribute or generate the desired packing in the combustion chamber components. Although the fluid supply paths have been illustrated as being generally equal to each other and extending as a series of straight lines, the fluid supply paths may not be equal or linear. In the case of several fluid supply points that are supplied from a common fluid supply reservoir or gallery, the supply points are not equally spaced from the reservoir or gallery, but the supply paths have equal lengths It may be desirable. In this case, 3205 fluid feed point, 3206 passage of equal length, 3207 is a gallery, all of which are disposed within the tube 3208 allows the configuration of FIG. 179. Modular system or combustion chamber of FIG. 163 through FIG 174, as engine parts assembly 3004 is only reciprocated, or reciprocating used in an engine that also rotational movement is designed. According to this, for example, the functions of components such as 3166-3169, 3204 attached to structural elements (eg, fasteners, tubes) vary, and are linked to either the guidance system or any type of crankshaft. Has been. Combustion chamber is are assumed to have a normal toroidal configuration, if desired the complex movements of 3004, the idea and moieties, (as disclosed in FIGS. 138 through Figure 144) sine of The present invention can be similarly applied to a toroidal combustion chamber. Similarly, the roles of components 3004 and 3007 may be interchanged so that 3004 is fixed and 3007 reciprocates relative to 3004 or reciprocates and rotates. In all suitable situations, the part 3007 may be installed to rotate within any housing or casing. All components illustrated in Figure 170 through Figure 174 may be made of any suitable material. In general, the combustion chamber parts 3155, 3156, 3189, 3190 are preferably made of a ceramic material, while the clamping or structural parts 3164, 3165, 3192, 3198 are preferably made of a metallic material. Parts 3180 (inlet port ring) and 3187 (transfer port ring) may be suitably made of ceramic or metal (along with other materials). Other spacer components may be made of any suitable material. For the sake of simplicity, the parts have been shown as abutting each other. In practice, any type of suitable intermediate layer or material may be used, such as gaskets, ceramic wool, and the like. Since the scale is too small, in FIG. 170 through FIG 174, the intermediate layer is not shown in general, a double-gasket 3155a is illustrated as an example between the upper pair of components 3155 of Figure 170. In selected embodiments, the parts are coated with the powder by electrostatic evaporation prior to assembly. After final assembly, this powder remains between the parts as a very thin spacer. The composition of the powder is the composition that causes the powder to slowly bind to any of the parts as the engine is used and the exposure to heat and cooling increases. Alternatively, after assembly and prior to use, the entire IC engine, compressor, or pump may be immersed in heat for a period of time to bond the powder to adjacent surfaces. In yet another embodiment, FIG. 1, 13, 16, and have been disclosed schematically in Figure 20, all or a portion of the fuel supply system, and at least part of the electronic control of engine operating parameters, FIG. 163 166 and FIGS. 170 to 174 are configured according to any of the engines.

So far, various shapes of exhaust gas treatment reaction chambers provided inside the engine or its casing have been disclosed. Therein, the basic shape in Figure 180 is summarized, the reaction chamber B in Figure 163 having a cylindrical shape, reactor C of FIG. 166, and, the basic shape in Figure 181 is summarized, FIGS 164 and FIG tubular 166 reaction chamber B of the reaction chamber 200 in FIG. 20, the reaction chamber 1290 in FIG. 21, and, the basic shape in Figure 182 is summarized, and the like reaction chamber semi rectangular shape similar to the reaction chamber 1310 in FIG. 97 It is. These semi-rectangular shapes typically correspond to engines with a rectangular casing or housing that defines a portion of the exhaust gas treatment chamber. In some applications, an exhaust gas treatment reaction chamber, also known as a reactor, can be provided outside the engine or outside the casing of the engine. This is almost the same as the exhaust manifold is currently attached to the engine block or cylinder head. In the following disclosure, in many instances, the exhaust gas treatment is attached to the exterior of the reactor. However, the disclosed configurations and principles also apply to reactors or reaction chambers that are mounted inside the engine.

  In contrast to technology that minimizes the amount of pollutants generated at the combustion point, exhaust gas purification technology is developed around a technology that quickly performs chemical reactions that tend to occur normally in exhaust gas. It is known that The rapid chemical reaction is realized by combining two basic means. That is, (1) supply of catalyst, (2) promotion of reaction under heat and / or pressure conditions. An internal combustion engine generates high heat, and the high heat is substantially contained in exhaust gas discharged from the combustion chamber. The best way to use the heat to purify the exhaust gas is to bring the exhaust gas treatment chamber or exhaust gas treatment reactor as close as possible to the interior of the engine or to the engine. Usually, the higher the operating temperature of the processing chamber for processing engine exhaust gas, the faster the desired chemical reaction takes place. When such a reaction chamber exists outside the engine itself, the closer to the exhaust port, the higher the temperature of the exhaust gas. In addition, the larger the volume, the longer the gas stays in the interior, and the desired chemical reaction is more completely performed. In many engine designs, the chamber closest to the port is an exhaust manifold, which is adapted to function as an exhaust gas reactor in the present invention. At this time, special materials, products, or devices may be incorporated, particularly in the manifold, to increase its volume and / or to conduct chemical reactions quickly. By increasing the volume of the manifold and possibly changing the cross-sectional shape of the standard common tube, holding the stub manifold attached to the manifold, and bolting the manifold onto a standard engine block, The above adaptation is made. In order to ensure compliance with today's stringent exhaust gas regulations, the outlet to the reactor is selectively, completely or partially closed during at least part of the cold start period. In the following disclosure, in many examples and configurations, the exhaust gas treatment relates to a case attached to the exterior of the reactor. However, the disclosed configurations and principles also apply to reactors or reaction chambers mounted inside the engine. The exhaust gas treatment chamber or the exhaust gas treatment reactor according to the present invention is disclosed by examples of various configurations assembled and attached by different methods. These exhaust gas treatment chambers or exhaust gas treatment reactors include any suitable configuration, assembly method, and attachment method, including items not shown in the present disclosure.

Today, the space around the internal combustion engine exhaust manifold and the space between the internal combustion engine exhaust manifold and the engine block are unused. In order to obtain the maximum reaction chamber in a given space of the engine assembly and to bring the reaction chamber to the highest possible temperature, the exhaust gas reactor is securely attached to the engine. Thereby, the exhaust port directly exhausts the exhaust gas into the reaction chamber. Examples are shown in FIGS. 183 to 185 . Here, the reactor assembly is made of an outer casing 10 made of any suitable material including metal and, in some cases, a hard ceramic material that is substantially in shape with the inner surface of the outer casing 10 and has excellent heat retention characteristics. And a single layer of material 12 having a certain degree of compressibility provided between the outer casing 10 and the inner chamber 11. The material that is compressible and / or fibrous may in some cases have heat retention properties. As another example, when the internal ceramic chamber material is selected to obtain structural strength and does not have particularly good heat retention, the compressible material or the fibrous material has a sufficiently high heat retention effect. Have The outer casing 10 and the surface of the layer of fibrous material 12 are each provided with a flange 13 and a flange 14 having a plurality of positioned openings. Then, a bolt 15 is passed through the opening, and the reactor assembly is attached to the engine 16. Thereby, all the exhaust ports 17 of the engine communicate with the inside of the internal ceramic chamber 11. Inside the internal chamber 11, a filament material such as a nickel chrome array is accommodated in two forms. The first form is a form in which the wires 18 are randomly arranged, and the second form is a form in which a spiral coil 19 of a thicker wire is attached close to each exhaust port 17. is there. Thereby, the speed | rate of the waste gas which passes the said opening part can be reduced. The inner layer 12 is partially compressible to compensate for the difference in thermal expansion coefficient between the casing 10 and the chamber 11. The compressible material 12 includes any type of material, such as any type of fibrous foam material, ceramic, plastic, etc., and in selected embodiments may include a ceramic mat or fiber material. During operation, the contents of the chamber, such as gas and filament material, are maintained at a high temperature by the position of the reactor relative to the engine and the warming of the inner surface of the reactor. Therefore, the exhaust gas discharged from the engine cylinder continues to react as fast as possible after flowing into the ceramic chamber. In addition, the filament material 18 functions as a filter that traps any fixed matter in the exhaust gas. The solids then slowly decompose on the filament material 18 over time. Filament material 18 also causes local turbulence so that the amount of gas that contacts the hot surface of the filament material in the shortest possible time is maximized. In other embodiments, the compressible inner layer has a very high thermal insulation characteristic when the ceramic material selected as the material of the chamber 11 is not very high, than that illustrated in FIGS. 184 and 185 . It may be formed thick. In still other embodiments, no inner layer 12 material is provided. Instead, the ceramic chamber 11 is arranged in the casing. The ceramic chamber 11 is in direct contact with the casing, or is separated from the casing via a gap, or in some cases, separated from the casing via a spacer. The spacer includes a protrusion on the separating member or casing or chamber. FIG. 187 shows an example of a gap 12a between the casing 10 and the chamber 11, with a spacer protrusion 12a present at an interval. In selected embodiments, the valve member 20 is pivotable on the spindle 21 in the vicinity of the discharge end of the reactor assembly to ensure rapid warm-up of the filament material 18, 19 during cold start. It is attached. The metallic casing 10 and the compressible material 12 are respectively provided with flanges 22 and 23. As shown in FIG. 185 , the flanges 22 and 23 are exhausted by a bolt 24 and a set nut 25 in the sense of an automobile. It is connected to a flange 26 of an exhaust pipe 27 constituting a part of the system. Under cold start conditions, valve 20 is typically manually or automatically sealed by linkage 28 for several cycles after ignition has started. As a result, the newly combusted exhaust gas stays inside the chamber 11 and the temperature inside the chamber 11 rises rapidly until a predetermined pressure is reached. Thereafter, the valve 20 is at least partially opened. Further, by providing the valve 20 biased in the closed position by a torsion spring (not shown) as appropriate, the same effect as described above can be obtained. The valve operates only during the cold start process and is mounted on the spindle 21. A spindle 21 is provided so that when the pressure inside the reactor assembly is increased, a turning moment is applied to the valve 20 and the valve is opened when the moment exceeds the force applied by the spring. As shown in FIG. 183 , a pressure relief valve 40 and a conduit 41 are provided in front of the valve member 20 in the chamber. A valve provided at the discharge end of the reactor holds the hot exhaust gas, so that the filament material is rapidly heated, thereby assisting the continuous reaction of the trapped gas. By partially closing the valve member and gradually increasing the pressure to delay the normal ventilation of the exhaust gas, the gas is brought into contact with the filament material and the hot surface for a long period of time to cause a more complete reaction. Similar effects are realized. Alternatively, any suitable means may be used to limit the cold start period during initial engine and reactor warm-up.

In other embodiments, as shown in FIG. 186 , the reactor housing is a monolithic ceramic material and / or a portion of the filament material is attached to the exhaust port. Here, one end of the externally thread-based spiral coil 29 having a thickness is directly screwed into the opening of the exhaust treatment chamber at the exhaust port 17. The reactor housing is shown in part at 42 but is held in place by “L” clamps 43 and bolts 15. In the improved configuration shown in FIG. 187 , when it is necessary to reduce the heat conduction from the exhaust gas discharged to the outside to the engine 16, each opening 17 is disposed between the outer surface and the engine 16. A sleeve 30 of ceramic material having a layer of compressible material 31 and / or fibrous material 31 is provided. In some cases, a surface of a catalytic metal or other material 32 is shown to be provided within the warm interior of the reactor to facilitate the reaction process. In the embodiment shown in FIG. 187 , but selected, the metal or other material surface 32 has little thickness and is utilized for the film or pressure and / or adhesive material utilized in the deposition process. A foil (so-called gold foil-like configuration) is formed. Furthermore, the film is also used for so-called ceramic structures, in which, in the manufacturing process of such ceramic structures, the powdered metal is deposited on the surface of the mold. If this process involves a forming step under heat and / or pressure, the foreign material will stick to the ceramic and substantially form a film. The surface 32 may be continuous or discontinuous and is used only at selected locations in the reactor. The reactor is configured as described above. That is, the reactor is composed of a hard ceramic or multi-layer structure and comprises an inner surface of the ceramic, an inner layer of compressible material such as fibrous ceramic wool, and an outer structural casing of metal or suitable material. Alternatively, other matches may be used as part of the reactor assembly. The housing may be a composite structure, for example with one layer inside or outside of another processed layer. As described above, a high temperature resin layer having extremely high heat retention characteristics but not particularly excellent in wear resistance or corrosion resistance may be formed outside the ceramic shell, depending on the strength and high temperature resistance of the ceramic cell. As will be described later in detail, the ceramic shell is less susceptible to the influence of exhaust gas.

During operation, the device functions as a heat / catalyst exhaust gas reactor. In other words, the apparatus can achieve the goal of accelerating the reaction process by providing a high temperature environment and catalysis in the same reactor assembly. For reasons that will be explained in detail later, in general, it is temperature that is more important, that is, it is more effective. And, in some applications, catalysis can be supplementary in a temperature-oriented process. It can be expected that in a very clean engine, the exhaust gas will be purified to the highest level with negligible or accidental catalysis. Here, accidental catalysis means that there is a substance having some kind of catalysis that comes into contact with the gas for a reason unrelated to the original catalysis. That is, such a substance can be said to be the most suitable substance that satisfies a certain design parameter such as heat resistance. In certain selected embodiments, a catalyst is provided inside the reactor assembly to remove or alter undesirable constituents in the exhaust gas. The embodiment of FIG. 187 for the metal or other film described above shows how the catalyst is associated with the internal surface of the reactor. However, in order to be effective, the catalyst should be present throughout the chamber so that all gases can be catalyzed. The catalyst is incorporated within the filament material disposed within the chamber or within the filament material itself. Here, the catalyst often means a noble metal having an extremely strong catalytic action such as platinum or palladium. However, in the present disclosure, the catalyst may be any material that has an effective and measurable catalytic effect and is therefore a material with moderate catalytic activity, such as a ceramic such as nickel, chromium, nickel / chromium arrays, alumina, etc. It may be. In particular, nickel / chromium arrays are suitable materials because they are not very expensive, exhibit relatively good resistance to corrosion, wear, and high temperatures, and have a medium to high catalyst evaluation. However, since nickel / chromium has a nickel chromium oxide layer formed on the surface at a high temperature, the catalyst evaluation is significantly higher than that of the base material. A common method of providing catalytic action within an exhaust gas reaction system is to place a small amount of a strong catalyst such as a noble metal on a support material such as a ceramic substrate. Similarly, the filament material deposits on itself a small amount of other substances having catalytic properties. Alternatively, the filament material is formed from a medium to high catalytic material such as a nickel / chromium array, alumina or the like. Alternatively, the filament material is made of a high temperature metal array such as stainless steel or Inconel (registered trademark), a ceramic material, a polymer, a hydrocarbon, a resin, silicon, any metal oxide, or the like. Here, “filament material” means a part of interconnected material that allows gas to pass through, and changes the flow direction of the gas to cause turbulence and mixing in the gas. Traditionally, such materials have been in the form of disordered or regularly arranged fibers, strands, or wires. However, the filament material may also take the form of a sheet or slab having a plurality of openings, a cast, a squeezed or stamped three-dimensional member having an enlarged surface.

In particular, in the case of an uncooled engine in which the temperature of the exhaust gas is 700 ° C. to 1000 ° C. or even higher, the present invention constitutes an extremely efficient thermal reactor (thermal reactor). Since the reactor is provided close to the outlet, a high operating temperature is achieved. The outlet has a shape that exhausts the exhaust gas directly into the reaction chamber and includes a small external surface relative to the reaction chamber, thereby minimizing heat loss. In cases where the reactor is applied to the outside of the engine, the shape of the housing, in the embodiment of FIG. 185 from FIG. 183, Roughly describing, in the form of megaphone it is inverted, inside the filament material (presumably, wool To a large extent functions as a silencer. It is known that the silencing effect is to extinguish sound waves, convert the energy into heat, and leave the heat in the silencing material. In this way, a significant amount of heat accumulates inside the filament material and in the chamber walls due to the disappearance of sound waves and physical vibrations. Major chemical processes involve an oxidation reaction as part of the reaction, and these overall exothermic reactions generate a significant amount of heat. Due to all or some combination of the factors mentioned above, the temperature in the reactor according to the invention can be higher than the temperature at the discharge port. Today's engines go cold in idle or low load conditions. The present invention states that a relatively thick ceramic shell acts as a heat sink (like ceramic lining in many industrial processes) and heat is radiated inward when the exhaust temperature drops below the temperature inside the housing. In that respect, it is superior to some other systems. This thermal radiation is similar to the embodiment of FIG. 186 from FIG. 183, the biggest advantage in a housing having a curved or radial cross-sectional shape. In this reactor, since the heat retention is close to the exhaust port, the operation temperature is extremely higher than that of a general exhaust system today. As the temperature rises, the catalytic effect becomes remarkably high. In this reactor, the amount of catalyst required for a given exhaust gas treatment can be reduced, the system cost is reduced, and the treatment effect is improved with the same amount of catalyst. Can be increased. Most of the benefits described here relate specifically to temperature, but the benefits are even greater when the reactor is all or part of the exhaust treatment chamber contained in the engine. The beneficial effects of high temperatures are most efficiently enjoyed in the present invention, which basically provides a filament material that exposes exhaust gases to many hot surfaces. For reasons that have so far not been clearly and completely understood thermodynamically, chemical reactions occur rapidly where heated surfaces are present. This phenomenon is clearly different from the catalytic reaction related to the nature of the material. Therefore, by providing a plurality of adjacent heating surfaces in the form of filament materials, it is possible to ensure that all of the continuously reacting exhaust gases are in close proximity to the heating surface. Furthermore, the exhaust gas is exposed to the surface as soon as it leaves the port, but at this time the exhaust gas is at the highest temperature and ready for reaction. Filament materials have the additional advantage of causing mild turbulence and mixing the gas appropriately, thereby facilitating the reaction process and generating heat by the kinetic energy involved in gas transfer. Turbulence is important because it “averages” the gas composition more quickly. During the combustion process, different products are produced at various locations in the cylinder. This is due to temperature differences, various properties of flame diffusion, the location of fuel injection, spark plugs, the presence of fuel, carbon on the cylinder wall, and so on. Usually, these different combustion products are mixed to some extent before moving to the port. However, the presence of certain “non-averaged” gas pockets does not provide a suitable composition that works in the desired manner. This can cause problems with long, non-connected capillary tubes with a honeycomb structure that are often used in catalytic converters today, particularly when these capillary tubes are mounted very far from the exhaust port. This property of the filament material according to the invention ensures that this proper “averaging” or gas composition is achieved. In the present invention, by combining this filament material with high temperature, the resistance to particulate matter and impurities or trace substances is significantly improved. Filament material serves to trap particulate matter to a considerable extent when it is at least partially structured like fiber or wool. At this time, the deposition of particulate matter in the reactor that significantly affects the performance of the reactor does not occur. Other systems, such as catalyst honeycomb structures, are susceptible to clogging by particulate matter, fuel-induced impurities or damage due to operator error. Most of the particulate matter deposited in the reactor system according to the present invention decomposes, oxidizes or reacts at very high temperatures, particularly when deposited on surfaces having catalytic properties. In both the thermal and catalytic modes of operation, these are actually combined to form the same kind of action for the particulate matter to bind, but the reactor attempts to function in three modes. That is, all major contaminants are alleviated while passing through one device. A rough description of the chemical reaction can be found in US Patent Publication No. 5 031 401.

  Because of the unique advantages, the thermal approach was used in the first attempt to solve the emission problem. However, the work was gradually abandoned due to major problems in cold start situations. In order to be effective, the reactor had to be hot, and unacceptable levels of contaminants were being discharged during warming up over a considerable period of time. The low temperature start process of the present disclosure has been developed to overcome these conventional problems. Since the reactor is inevitably very large, applicants have determined that a system in which at least a portion of the reactor that is operating effectively achieves the desired temperature, rather than the entire assembly including the unaffected portion of the reaction process. Made an effort to develop. The surface in the present invention is its effective functioning part, almost all of which comprises the internal lining of the reactor assembly, which includes the thermal insulation and the filament material provided therein. Insulating materials such as ceramics have a low electrical conductivity, so they do not conduct much heat inside the chamber and require little heat input to heat the surface molecules to the internal temperature. For these important reasons, in the present invention, the reaction chamber is directly surrounded by a heat insulating material. The internal filament material, unlike the heavier baffles or other reactor internal chambers, is basically small in volume and has an enlarged surface area. The gas outlet from the chamber is at least partially sealed after ignition has started in order to utilize the readily available heat from the combustion process rather than bothering to supply heat from other heat sources for the initial cold start Has been. The calculation was that the working surface gained about 700 degrees of heat between 5 and 15 cycles after ignition, provided that all newly burned gas was retained in the chamber. However, this calculation depends on the engine type, the conductivity of the filament material, whether the exhaust port is kept warm, etc. The total reaction volume is approximately twice the engine displacement, assuming 500 grams of filament material is used for every 2 liters of engine displacement. According to the above, the warm-up period is 0.5 seconds to 5 seconds with a 4-stroke engine at 1200 rpm during idling. The fact that the gas is held under pressure and that pressure immediately becomes a load on the piston, thereby warming up the engine, and in particular the combustion chamber, is a contributing factor to the temperature rise. In selected embodiments, the reactor gas outlet is sealed at the cold start by mechanical or automatic means. The timing is from the start of ignition until just before new combustion gas reaches the sealing means, and in the case of a 4-stroke engine, it is between about 2 to 5 cycles after ignition, which depends on the volume of the reactor and the like. . The stagnant gas is thus released and all of the heat energy generated by the combustion process and the heat energy in the exhaust gas at the port is fully utilized to heat the working surface according to the present invention, and warming up takes place quickly. The newly burned and trapped gas reacts in the desired manner. However, the reaction is slower than at normal operating temperatures. The gas stays in contact with the reaction surface for a longer period of time compared to the high temperature conditions of normal operation, thereby compensating for the slow reaction, so that the initial gas is virtually free of contaminants when exhausted from the reactor. This is an important advantage in complying with low temperature emission regulations.

  The present invention has the unique advantage of zero emissions, and in fact there is no exhaust gas even during the cold start period. A minimum number of cycles (eg, ignition) may be required for the reactor to reach operating temperature. Also, during the cold start process, at least a sufficient amount of freshly ignited exhaust gas or if possible all the amount stays there (that is, the sealing means is completely closed) before the outlet is sealed. The maximum number of cycles that can be made may be close enough to substantially overlap the timing of sealing the outlet, depending on parameters such as engine, reactor structure, volume relationship, and the like. In selected embodiments, the sealing means remains completely sealed until the reactor interior reaches a certain pressure. That pressure is slightly lower than the pressure at which the engine pumping against the reactor pressure stops idling. In use, it is preferred that the engine be unavailable for a few seconds of the cold start process. This is because if the engine is allowed to operate, a pressure lower than the optimum pressure for the warm-up process must be applied. The reactor pressure limit can be increased during the cold start process by manual or automatic special engine settings, such as changing ignition, valve timing, special fuel mixing, changing compression ratio, and the like. When the reactor reaches the optimum allowable pressure, the gas outlet sealing means can either (a) completely relieve pressure and allow the system to operate normally, or (b) partially open to maintain pressure, Gas is released from the reactor at approximately the same rate as at the inflow, or (c) the first sealing means is closed while the second sealing means is fully or partially open to allow gas to escape Or, maintain the pressure and direct the exhaust gas to a conduit other than the normal exhaust system. This selection will be described in detail later. In alternative (b), the cold start process continues effectively. Because, by maintaining the reactor pressure, the gas takes longer to pass through the chamber than in normal operating conditions, which allows heat transfer from the gas to the reactor at a lower temperature than the gas. This is because the gas stays in the reaction environment for a long time, so that the low temperature is compensated for and the contamination purification reaction is substantially performed. Similarly, in alternative (c), the cold start process is maintained. In the selected embodiment, the first sealing means is fully open once the desired operating temperature is obtained. When normal gas flow begins to flow, the pressure drops and the first increase in engine idling speed occurs. This gives the operator an audible indication that the engine is ready for operation. A configuration in which a temperature drive switch is incorporated in the automobile may be adopted so that the operation can be performed only after the reaction chamber is warmed up and the reaction valve is opened.

The configuration of the reactor assembly is not limited to a specific technical field, and the technical matter of the present invention, that is, the exhaust gas flow, is applied to various technical fields. The technique has long been associated only with nearly gas piston motion and gas column motion, especially in relation to the pulse effect stored in a constant gas column with kinetic energy and volume. In most of the embodiments disclosed herein, the description of the standard tubular structure in the first and most important part of the exhaust system is omitted. And exhaust gas flows in the aspect which has hardly been examined so far. Initial studies have shown that the benefits of the gas flow of the present invention are expected. First, the gas velocity is greatly reduced because the cross-sectional area of the reaction chamber is relatively large with respect to the entire cross-sectional area of the exhaust port. The reduced speed greatly increases the useful life of at least a portion of the reactor assembly. This is because most wear occurs due to the fast gas flow and the wear effect of the contained particles. Second, the gas exhausted from each cylinder or opening joins in the reaction chamber, eliminating the need to branch the exhaust pipe. Branching is one of the problems in conventional exhaust gas flow technology because of the significant power loss in the branch pipe. Careful branch pipe design can avoid significant power loss, but this is within the optimal flow range. When engine speed changes above or below the optimal flow range, power loss increases. Third, the reaction chamber absorbs vibrations at a useful level and also absorbs sound as described above. Conventional general tube pipes and metal pipes transmit vibration and noise, and may increase vibration and noise by themselves. Due to the combustion in the engine, the vibrations carried by the exhaust gas are dispersed by a large amount of gas and the filament material in the reactor. It is effective to arrange the reactor above the well-known cylinder-type exhaust port opening. However, suddenly the gas changes from a columnar shape to an indeterminate flow in the reaction chamber, which is further combined with the shape of the junction end between the opening and the engine surface, resulting in unnecessary and inefficient gas. It becomes a flow and it leads to power loss. Thus, in selected embodiments, the neck of the exhaust outlet is bell-shaped, that is, gradually increases in diameter or cross-section in some way, as shown in FIGS. 185 and 187 . There is an advantageous effect that the gas velocity is gradually lowered. In a basic embodiment, the open side of the chamber is located on the engine block or casing side, eliminating the need for a conventional exhaust manifold. The block forms part of the reactor housing and thus plays an important role in reducing contaminants as part of the reactor assembly described above, ie, the applied housing and filament material. It has been described how the housing is secured directly to the top of the engine, whether or not it has other configurations such as a port liner or filamentary spiral. In other embodiments, an intermediate member is provided between the engine and the reactor housing that fully or partially satisfies the definition of the reaction chamber. Although it cannot be strictly defined that a section is an engine accessory rather than an intermediate member, it is generally considered that the intermediate member is in contact with the outer surface of the housing. The various configurations described herein can be applied to both the intermediate member or the engine accessory, whether or not, and can also be suitably applied to the outer surface of the housing.

Some examples are described in Figure 196 from Figure 188. FIG. 188 shows a chamber or housing 51 that contains the reaction chamber 52. Both the chamber or housing 51 sandwich an exhaust port 54 between itself and the engine 53, and the intermediate member 55 is configured to be substantially flat. FIG. 189 shows a similar configuration, but in this configuration, the intermediate member 55 is associated with both the engine 53 and the exhaust liner 56 on one side, and in an embodiment, the intermediate member 55 is positioned by the intermediate member 55. It shows how it is constrained. 190 shows a configuration similar to that of FIG. 188 , but a substantially flat intermediate member 55 is embedded in the corresponding recess 59 of the engine 53. The intermediate member 55 is then constrained to the block in the embodiment shown by the encapsulated housing 51. FIG. 191 shows the same configuration as FIG. 188 , but the intermediate member 58 has a sealed structure, and in the front view from the processing chamber side, it appears to have a recess 59 defined by the peripheral lip 61. The outer shape corresponds to the lip 61 of the encapsulated housing 51. A conceptual plan view across the lip defines two sections of the reactor operating chamber, one section in 62 housing and the other section in the recess 59 of the intermediate member. Figure 192 is generally indicate like mounting portion between the housing and the intermediate member is used to support the filament member 63, indicated by 63 in FIG. 189. FIG. 193 shows a configuration similar to FIG. 191 , but the intermediate member 64 to be encapsulated has at least one complete projection 65 on the engine side, thereby provided in the engine block. It is attached to the corresponding recess. In the present embodiment, the intermediate member 64 has a substantially ring-like or hollow cone-like structure and functions as an exhaust port lining. FIG. 194 shows details of the fixing portion in FIG. 188 (A), and the L clamp 66 and the bolt 67 press the housing 51 toward the intermediate member 55, that is, the engine 53. Optionally, a compressible refractory material 68 between the joints to allow for proper sealing, differences in expansion rates that can occur between the various parts, and load distribution between the surfaces if they do not fit slightly. Is provided. Figure 195 shows the details of the same fixed part (B) and in FIG. 190 illustrates another embodiment in which the intermediate member 55 to hold the exhaust opening liner 56 in a certain position. FIG. 196 shows details of a securing portion suitable for use in FIG. 192 (c). A different type of intermediate member 69, which is substantially masking the engine and is part of an effective split of the enclosing housing, is held by the fixed part. The effect obtained by this configuration will be described later. Here, the two parts are shown fixed to the block separately, but depending on the detailed design, in certain embodiments, only the outer housing needs to be fixed. For example, the housing 51 is held by the intermediate member 69 by a strapping band 70 that is pivotally attached to the wing extension 71 of the annular portion 72. The annular portion 72 is attached to the non-threaded portion 73 of the stepped different diameter stud 74 via a nut 75 and a washer 76 indicated by a broken line. The intermediate member 69 is attached to the engine 53 by the same stud 74, L clamp 66, a washer 77 having a larger inner diameter than a pair of 75 and 76, and a nut 78. The strapping band 70 wraps around the housing 51 and is fixed in the same manner as “D” in FIG. Optionally, a compressible refractory material 68 is provided inside the joint between the mating surfaces. By providing the intermediate member, at least three main effects can be obtained. The most important point is that heat conduction from the reaction chamber to the engine can be prevented. This is because the intermediate member can be made of a heat insulating material such as ceramic as in the case of the housing forming the main part. Secondly, additional and expedient joints between the various parts are the filaments between the intermediate member and the housing in FIG. 192 and between the intermediate member 55 and the liner 56 in FIG. 189 . The point used also for functioning as a support part of incidental objects, such as the member 63, is mentioned. A third point is that the reaction chamber housing in which the inner surface (or outer surface) draws a curve of 180 degrees or more in cross section can be divided by the intermediate member. Thereby, the divided part is manufactured by a male mold (or a female mold), and a housing is manufactured by an inexpensive and structurally desirable method. For example, the reactor assembly of FIG. 192 may not be moldable if it is a complete structure in cross-sectional view. In both cases, only one intermediate member is described. However, multiple intermediate members may be used that couple to a single encapsulated housing, and multiple intermediate members may be combined to form such a housing.

In selected embodiments, the recess formed in the engine block forms part of the exhaust gas reaction chamber. FIGS. 197 and 198 show examples of cross-sectional views of the reactor housing 79 attached to the upper portion of the exhaust port 54 of the engine 53. Here, the recess 80 is normally formed in a space occupied by the engine assembly, and the space obtained by the recess is an inseparable region of the reaction chamber 52. In FIG. 197 , there is a continuous recess, and in FIG. 198 , a recess 80 is formed continuously at the location given for the other components at 81. In addition, a liquid cooling path may be included as another component. Apart from the two examples above, the reaction chamber can occupy the space normally occupied by the engine in any structure. For the purpose of exhaust gas treatment, it is generally preferable that the reaction volume is as large as possible. However, as a limiting factor, there are often cases where the space under the hood of an automobile is insufficient or larger. And the cost of providing a higher strength reactor housing. In the case of the present invention, the reaction volume can be increased without sacrificing the space under the hood or increasing the size and cost of the housing by “hollowing” the interior of the engine. Whether this is possible depends on factors such as whether the engine was specifically designed to apply the present invention. In addition, by hollowing out the engine, the reaction chamber can be formed gradually and an efficient and smooth gas flow can be realized. In a further embodiment, all exhaust ports are individually angled so that their axes are not parallel and the gas flows into the reaction chamber in an optimal direction. FIG. 199 shows an example of a cross-sectional view of a reactor housing 79 attached to the top of the engine 53. The engine 53 has exhaust ports 54 that are not parallel to one another and / or not perpendicular to the engine surface. On the other hand, FIG. 200 shows a similar configuration in a vertical section. It is important that the exhaust gas flows into the chamber as evenly as possible so that the time factor multiplied by the exposed surface area is as equal as possible with the gases exhausted from the different openings. And wear, corrosion, wear caused by gas velocities, and / or loads are evenly distributed in the reactor. This optimal equalization is achieved, inter alia, by angling the gas exhausted from each opening in an optimal direction, which is often the exhaust outlet along the line segment of the described example of FIGS. 199 and 200 . An axis or port axis layout is required. In selected embodiments, the end opening axis is furthest away from the vertical direction with respect to the engine axis in plan view, and the central opening axis is furthest away from the vertical direction in vertical section. This allows the gas to travel faster the same distance to the reactor gas outlet. In the following, alternative means for further improving the gas flow distribution will be described.

In some embodiments described above, filament material is incorporated into the exhaust region to facilitate the reaction process and / or to properly direct the exhaust gas flow. The control of the gas flow is substantially realized by providing a member having a bladed structure, a honeycomb structure, or a flange structure in the opening. Such members are made of any suitable material such as metal or ceramic. In selected embodiments, any filament material or member within the reaction chamber is made of a catalytic material such as a nickel / chromium array or alumina if the gas flow direction contributes significantly to the reaction process. In a particular embodiment, a filament material that is relatively limited in cross-sectional area and that is suitable for an outlet region that has a higher gas volume compared to the reaction chamber is not particularly large in cross-sectional area. Obstacles to gas flow through. However, any filament material can be attached to the open area, including some embodiments described below, as long as it contributes significantly to the reaction process. As an example, in FIG. 202 , which is a cross-sectional view of FIG. 201 and a plan view seen from E, the exhaust liner combined with the honeycomb-structured gas flow instruction unit 83 is positioned relative to the engine 53 by the intermediate member 55. Is held. A heat resistant compressible material 68 is present between the joints. Within the opening 54, more gas is concentrated towards the outside of the bend 84, whereby the honeycomb structure faces the gas at the end of the diagonal surface 84a across the opening shown. Even if the honeycomb blades 85 have any front region, the gas passes through the structure more evenly due to the deviation. As the gas flows, the vanes increase in distance from each other, thereby reducing the gas velocity. As the gas flows, the vanes move away from each other with curved surfaces, so that the mouth 86 of the structure directs the gas in multiple directions. The honeycomb structure may have any suitable cross-sectional structure. For example, as shown in FIGS. 203 and 204 where the passage has six faces, the passage is formed by the intersection of the radial member and the coaxial upper member. May be. In other embodiments, as illustrated in the cross-sectional view of FIG. 205 and the partial cross-sectional view of FIG. 206 , the gas flow is directed by a flange member provided at a portion of the entire length of the exhaust port. The flange portions are “Y” -shaped at 87 or substantially cross-shaped at 88, and are held at a distance from each other by a spacer ring 89 disposed in the longitudinal direction of the assembly. The flange assembly in the described embodiment is fitted and held in a groove 90 around the periphery 91 of the opening. Grooves may optionally have a compressible bed 92 in F of FIG. 205, while sandwiching the flange of the vent extension at 93 via the compressible material 68, it is held against the intermediate member 55 53. It is desirable to add a rotational motion or vortex to the exhaust gas before moving to the opening. For this reason, as shown in FIG. 207 , continuous openings may have alternate vortex directions. The vortex may be provided by vane members disposed diagonally across the gas flow axis. The vanes may be provided anywhere within the open area, but in the selected embodiment of FIG. 208 , the vanes 94 protrude from the exhaust wall or lining 95 and are integral. If of giving turbulence and swirl to gas, each of the blades is a front view of FIG. 209, and may be a wave shape as shown in the example of a cross-sectional view through the G in FIG 209. The configurations shown here may be combined as appropriate or as desired. FIG. 211 is an example showing a cross section of a selected embodiment. The reaction chamber is sealed by an intermediate member 55 made of a ceramic material. The ceramic is provided with a protrusion having an exhaust gas opening liner 56 and is provided at a distance from the engine together with a housing 51 of an integral ceramic structure by a compressible heat-resistant material 68 such as ceramic wool. A joint between the two main encapsulating members supports a filament space frame 96 which is a configuration of short straight metal rods connected to each other at different angles. The filament space frame 96 substantially fills the front part of the reaction chamber, and the rear part of the reaction chamber is occupied by a woolen filament material 18 which is, for example, a ceramic base mixture. In the exhaust port region, there are provided two cone-shaped metal spirals 79 whose back surfaces are attached to each other by a protruding bayonet fixing tool indicated by a broken line 98. Protrusion bayonet fixation is located in groove 99 and is continuous from the first inlet towards the exhaust valve, so that the spring protrusion or bayonet is received at the end of the groove by gas pressure. .

  Filament material placed in some type of housing or box is part of interconnected material or adjacent or adjacent material that allows fluid to pass between them and induces turbulence And it is prescribed | regulated as a part of material mixed with each other by changing the direction in which a part of fluid moves. The expression interconnected or adjacent or close is not only in a general or continuous manner, biting or matching each other, but intermittently (although not necessarily in contact), It means that they bite each other or fit each other. The above definitions apply as a whole to both the material in the housing or the box and also to individual parts of any fluid treatment volume or part of such fluid treatment volume. In this disclosure, the filament material is described primarily as being disposed within an exhaust gas treatment volume, such as a reactor, but the filament material according to the present invention may be any material that contains any fluid. , Which can be placed in the volume of the fluid to assist in mixing the components of any fluid or to speed up chemical or other reactions in any fluid. The filament material in one exhaust gas reactor can consist of parts having various configurations in its most efficient form. It can be said that the plank or sheet material, the wire body, and the wool body constitute the three main classes of filament material. If the materials are the same, the plank or sheet material, wire body, and wool body will in this order become less resistant to abrasion and impact. Therefore, it is reasonable to arrange a more robust form near the exhaust port and a more fragile form toward the rear of the reactor. Where catalytic effect is required, the most suitable material is preferably incorporated in the most suitable form for placement at a particular site in the reactor. One or more catalysts are required, and these catalysts may be incorporated in the most suitable positions for their different forms. The main chemical reaction tries to occur according to a certain sequence. Also, if special catalytic assistance is required for a particular reaction, that catalyst, in combination with the most suitable form of filament material, can be placed in an area of the room where the reaction is most likely to occur. For example, if it is expected that the reaction in question is unlikely to occur, a suitable catalyst / filament material can be placed in the back half of the reactor furthest from the exhaust. Filament material definitions can be applied within the reactor as a whole, and can also be applied in each of the many different elements that make up a reactor assembly. Various embodiments of the described filament material can be combined in any convenient manner within a single reactor assembly.

As an example, a cross-sectional view of one embodiment is shown in FIG. 212, and a partial cross-sectional view at “A” is shown in FIG. 213 . In this embodiment, the thick plates of the honeycomb structure 101 and the wool-like layer 102 that are alternately arranged constitute at least the rear part of the reactor 100. In each figure, the path of the gas pocket passing through the system is indicated by an arrow 103. The honeycomb is not a shape according to the prior art because each bundle or row of passages is made up of passages extending in a direction different from the adjacent rows. In the first honeycomb plate 104, the passage shown in the section 106 extends “downward”, but the passage immediately after that (the dotted line 107) extends “upward”, indicating the direction and gas flow in the substantially vertical plane. Are separated. The next honeycomb plate 105 has the same structure, but is rotated by 90 degrees, and the gas flow is separated in a substantially horizontal plane. This ensures that different portions of gas are properly mixed, as may be indicated by the gas pocket path 103a (shown in dotted lines). The gas pocket path 103a starts next to the first pocket and is more widely separated in the path through the assembly. Although individual honeycomb passages do not induce turbulent flow, the relative arrangement between the passages in one honeycomb structure induces turbulent flow. Providing a series of honeycomb structures arranged side by side can also have a similar effect. The form of certain filament materials is not strictly wire or plank, but can be suitably applied to the present invention and is wrought metal or wire mesh. As an example, FIG. 214 is a cross-sectional view showing a state in which wire mesh sheets formed in a wave-like structure are sequentially arranged in the reaction apparatus 100, and FIG. 215 is a detailed enlarged view of H. , Shows the structure of the net. The net is usually formed by a combination of pressing the sheet and tearing the sheet. These treatments tend to leave sharp corners. When the material is not smooth and not rounded, the net used is preferably subjected to a sandblasting or other smoothing treatment after formation, since it is less resistant to heat, abrasion and corrosion. The wire mesh is a known product and can be easily produced from a metal having catalytic activity. The detailed configuration described above has inherent suitability for the present invention and can also be manufactured from non-metallic materials such as ceramics by applicable alternative forming techniques. Filament materials having a wool-like or fibrous structure are particularly advantageous because they have a high surface area to mass ratio and more easily function as a particulate collector. From the point of view of durability, the wool body was woven, knitted, laminated or randomly arranged so that it was as smooth and rounded as possible. It is preferable. If the wool body is composed of fibers or strings of a material such as ceramic glass, it can be more resistant to temperature, wear and corrosion than metal, but it can also be “peeled”. “Peeling” means that particles or beard-like objects are separated from the main material by virtue of gas flow, and the particles or beard-like objects can stay in a delicate area downstream such as a valve. For this reason, the wool body is in the most suitable area for the wool body in the reactor when the metal is behind it, avoiding the total heat and momentum of the gas, and when the ceramic fibers are far from the exhaust. Preferably they are arranged. Alternatively and preferably, as illustrated in FIG. 212 , the wool body should be sandwiched or stored by other forms of filament material.

Another suitable form of filament material is a wire body. This is because, in particular, in the case of metals, it is easy to obtain in the form of a wire in many cases, and the necessary processing is only bending, or it may be formed into a desired shape in the first place. For durability reasons, the wire body to be arranged is generally required to be thicker as it is closer to the exhaust gas source in the reactor. Wire member, as shown in elevational cross-section of Figure 216, or may be woven mesh (108), that may be braided (109). Moreover, it is preferable to devise the arrangement of the wires so as to avoid contact between ordinary strings. This is because some internal combustion engine vibrations tend to cause wear at the joints and may cause initial failure. Thus, the wire body may incorporate a relatively long length (ie, a relatively large surface area that promotes reaction) in a limited area of the housing while minimizing contact at various locations on the wire body. It is preferable to be configured in such a form. It is envisaged that there will be several contacts between adjacent but not touching wire bodies. Such contacts are preferably non-existent. However, the occurrence of the contact during abnormal vibration or operation mode does not substantially affect the durability. Unequivocally arrangement suitable wire body, a helical shape or a coil shape, as shown in elevation view in FIG. 217, which shaft is arranged perpendicular to the gas flow, and, standing in Figure 218 As shown in the plan view, the shaft is arranged coaxially with the gas flow. As an example, a helix with a regular coil of equal diameter is shown at 110, a helix with a regular coil of progressively changing diameter is shown at 111, and has a non-circular structure and / or a random diameter A helix with an irregular coil is shown at 112. These three structures constitute a group of spirals having axes that are substantially linear structures. FIG. 219 is a cross-sectional view of a helix 113 having a curved axis that is bowed to preferably withstand the momentum of gas flow from direction 114. Any of the helical shapes described above may have a curved axis. The wire body can also be arranged in a two-dimensional or three-dimensional snake-like structure. FIG. 220 shows an elevational view of such a two-dimensional shape as an example. Similarly, for the three-dimensional shape, FIG. 221 shows an elevation view and FIG. 222 shows a plan view. Such a shape can be arranged in any number of modes in the reactor, as shown in the plan sectional view of FIG. 223 as an example. In FIG. 223 , a flat “snake” 115 and a bent “snake” 116 (each snake is made of a looped wire body in the plane shown) are arranged next to each other side by side to open a space. (117) or stacked (118) to engage. These looped or curved stacks can also be randomly arranged (not shown). Including plane 119 curves, as shown in FIG. 224 may be straight, as shown in FIG. 225 may be curved to withstand the gas flow from 114 (121), as shown in FIG. 226 , May be bent to provide a simpler and more natural path to the gas flow (122). FIG. 227 shows that planes containing snake-like loops or curves can mesh with each other in any one or more dimensions, whether bent as shown or straight. A plane 122 indicated by a line is on the front side, and a plane 123 indicated by a broken line is on the back side. FIG. 228 is an elevational cross-sectional view showing that the plane containing the curve can engage in other manners as shown from the front. A plane 124 indicated by a line is an end face (in this case, three-dimensionally bent but may be straight) as viewed from the front, and a rear face indicated by a broken line extending in the other direction. It is diagonal to the path of the plane 125. Alternatively, these three-dimensional bends do not have to coincide as shown in FIG. 126, but FIG. 127 shows how the three-dimensional bends allow close stacking of these planes. Show. Preferably, as shown, the plane is over a lower dimension, but may be over a higher dimension. In another alternative embodiment, as exemplified in elevational cross-section of FIG. 229, the wire body is placed in the cord across the reactor. The front wire body 128 is indicated by a line, and the back wire body 129 is indicated by a broken line. To help eliminate resonance, the various laces may be arranged so that they are not perfectly parallel (ie, slightly angled relative to each other (not shown)). In general, since the cord having the structure described later can be arranged in a stretched state, it is required to have a narrower structure than a generally self-supporting structure such as a spiral shape or a snake-like loop shape. Wire body, and it should not limited to those described, as an example in the cross-sectional view of FIG. 230, composed of a single cord or a plurality of straps. The material should be included in the wire body so that the gas can be passed through the individual strings and separated so that each string can support each other, since it is desirable to expose the maximum surface area to the gas flow. It is preferred that the strings to be separated are individually separated. For example, it is possible to use a separator according to the prior art such as ceramic, in other embodiments, as shown in elevation view in FIG. 231, and is crimped individual wires body (i.e., in all directions Finely and finely bent). As shown in the sectional view of FIG. 232, the wire body is effectively occupy the actual diameter greater than the thickness (indicated by a broken line), the composite wire of FIG 233. The fixing of the wire body and other filament material to the housing of the reaction apparatus will be described later.

In a further embodiment, the filament material consists of a sheet or plank. A simple form of sheet or plank can be described as a plane having some thickness, similar to a series of snake-like wire body loops. These planes can be arranged in the reactor, similar to the loops of wire bodies described above. For example, the planar may be composed of straight or curved long sheets are arranged as shown in FIGS. 223 228. Other examples are shown in Figures 234 247. Plank or sheet further simple alternating wave shape as shown in the sectional view of FIG. 234, a more complex wave shapes, or may be a shape such recess is provided as shown in FIG. 235. As shown in FIG. 236 , the sheet may alternatively have a sharply bent or twisted cross-section to provide a large frontal area for gas flow from direction 114. . Also, as shown in the cross-sectional view of FIG. 237, the sheet may be in the form of a folded fin or vane, preferably thicker and more rounded toward the side opposite the gas flow 114. May have different cross sections. As shown in FIGS. 238 and 239, the holes in the sheet may be pressed or form a protruding lip or group of lips. Alternatively, as shown, for example, in the cross-sectional views of FIGS. 240 and 241 , the holes in the sheet can be openings formed without significant removal of material by drilling, pressing, and / or tearing. FIG. 242 , a partial elevation of such a sheet, shows an example of the form of a hole or a pressed or torn opening. As noted above, sharp corners are preferably removed by blasting or other means after formation. Sheet or plank, as illustrated in elevational cross-section of FIG. 243 may be a three-dimensionally or linked, or in mesh form. In the figure, 130 is a series of connected rings, and 131 is a series of connected hexagons. FIG. 244 is a cross-sectional view showing an example of a connection pattern using the conical ring 132. FIG. 245 similarly shows the coupling means, but here the overall shape is curved rather than linear. FIG. 246 is a cross-sectional view showing how the individual sheets 133 are joined to form a three-dimensional shape, and FIG. 247 is also a collection of individual sheets that are optionally folded at 134. It is a figure which shows that a composite three-dimensional shape can be formed. In further embodiments, the filament material comprises pellets of any suitable size or shape, including substantially spherical objects. If not spherical, the pellet can optionally fill a substantially spherical space. Pellets are known small regular surface spheres. In alternative embodiments, the pellets are irregular and / or semi-oval-like shapes as shown in FIG. 248 , or kidney-like structures as shown in FIG. 249 , or bean-like It can be a structure. However, in order to obtain the most advantageous surface area to mass ratio, the pellets preferably have a generally spherical appearance, and the protrusions of one pellet are preferably in the depressions of the other pellets. It preferably has a form having a series of protrusions and depressions that do not easily fit together. If such an internal fit is kept to a minimum, the pellets will not be in intimate contact with other pellets and an easy and adequate gas flow around and between the pellets can be ensured. FIG. 250 is an elevational cross-sectional view showing an example of the shape as described above having four equally spaced protrusions 390 radiating from the central core and having a substantially mushroom or bulb-like structure. (A shape that resembles this, and. That used in concrete blocks for the construction of breakwaters) the same principle, as shown in FIG. 251, the pellets have a greater number of projections or, preferably, as shown in FIG. 252, it may also be applied to pellets having adjacent pellets and a suitable spacing a plurality of projections which are angles as can attached wings. In FIG. 253 , the pellet may consist of a sphere with a substantially snake-like shaped depression with a round cross-section provided in the representation. Embodiment close to the embodiment of FIG. 250 is shown in Figure 254. In FIG. 254 , the protrusion 391 has a so-called mushroom-like shape. In such a pellet-like material, its most compressed form is expected under vibration, not when fitted. After initial fixation, the pellets must be placed under constant pressure so that the pellets maintain an essentially steady physical interaction (rather than moving excessively and wearing faster) Is preferred. This can be achieved, for example, by placing pellets between the filament material structures of the wool and / or wire bodies. As shown in an example in the cross-sectional view of FIG. 255, the housing 392 houses a pellet 393 adjacent to the wool body 394 and adjacent to the wire body 395 on the opposite side. In selected embodiments, the filament material in the exhaust gas reactor further has the abatement effect that its degradation can be desired and can be controlled, which contributes to the required reaction process. A progressively degradable material can be used, the filament material having an intentionally limited lifetime, and optionally a compound that reacts with contaminants and / or gases in the reactor under certain conditions I will provide a.

The filament material can be fitted into the housing as appropriate. For example, a sheet or plank 139 and, partially or looping, spirally going on wire member 136 or the wire member 135 which acts as a support for the structure as shown in FIG. 218 together drawing as shown in detailed cross-sectional view of the 256, or retained in the recess 137 of the housing 138, or are collected by the projection 140 as shown in detailed cross-sectional view or a plan view of FIG. 258 of FIG. 257. A compressible material 141 can be inserted between the filament material and the housing to prevent wear due to vibration. Alternatively, the top view of FIG. 259 and the elevation view of FIG. 260 illustrate how the sheet 139 can be coupled by the connecting member 142. The connecting member 142 is then added between the protrusions 140 of the housing 138 along the lines shown in FIGS. 256 and 257 . However, if the sheet is made of a suitable material such as ceramic, such a sheet can be incorporated into the housing during the housing manufacturing process. As an example, the cross-sectional view of FIG. 261 and the elevation view of FIG. 262 show that a plank 139 having a suitably and suitably perforated connection member 142 is pre-formed and pre-positioned from the assembled assembled plank. It is still shown that it is incorporated into the housing 138 by compression during the formation of the strikable housing. Such techniques are considered feasible when the filament material and the housing are ceramic materials. In general, in conventional embodiments, the inner surface of the reactor housing exposed to the exhaust gas is regular. This can be detrimental because the nature of the filament material used in the reactor, as shown in FIG. 263 , tends to define a path that is weakly resistant to the gas stream 300. In FIG. 263 , 301 denotes a housing, 302 denotes an engine, 303 denotes a wool body of filament material, and 304 denotes a non-disturbing area between the wool body and the housing. This causes the proportion of gas passing through this path to be less resistant without properly passing through the filament material as intended, causing too much of the gas to be acceptable to the system. , May not be able to fully interact. In order to alleviate this undesired effect, the inner surface of the housing should be distributed with a gas flow near the housing surface to properly guide as much gas as possible towards the core of the filament material. A series of indentations and / or protrusions may be incorporated. FIG. 264 is a partial elevational view of the inner surface of the reactor housing having a series of alternating protrusions, and FIG. 265 is a corresponding cross-sectional view. As an example, 305 shows a straight ridge with a series of senses, 306 shows a bent meshing ridge, and 308 shows an interconnected ridge. Reference numeral 309 denotes a depression or protrusion, and 310 denotes an irregular protrusion having a star-like or cruciform structure. FIG. 266 shows that the means for securing the filament material allows the gas flow to be achieved by the groove-like depression 311, the protruding collar 312, the ridge 313 and valley as described above, and the portion 312 where the filament material is supported. An example of a state of dispersion is shown. The inner surface of the housing may further be wavy as shown in the partial elevational view of FIG. 267. In the partial cross-sectional view of FIG. 268 , the structure is the same, but the wave is not continuous, and a form in which sand dune-like shapes are continuous is shown. The wave shape and the dune-like shape may have a regular cross-sectional structure such as 314, may have a shallow slope toward the approaching exhaust gas 300, or may have a shallow slope such as 315. May be present downstream of the gas and vice versa. FIG. 269 shows how the internal ridge 316, which optionally functions as a filament holding means, guides the non-directional gas flow 300 away from the connection of the housing 301 and the filament core 317 (of honeycomb structure). . Because the housing is at least partially made of a heat insulating material, there can be a large temperature drop between the inner surface of the housing assembly and the outer surface 300a. Due to the high content temperature of the reactor (probably in the range of 1100 to 1200 degrees C), the temperature drop is not sufficient for the surface temperature to be low enough to prevent accidental combustion by operation or service personnel. It can happen. The main purpose of removing this risk, the surface of the housing may be provided with projections, such as 319 shown in ridges or Figure 269, for protection, such as 318 shown in FIG 268. There may be a further temperature drop between the surface and the tip of the protrusion. However, hot surfaces that are smaller due to inadvertent contact are used, limiting the degree of heat absorption and combustion possibilities.

In important embodiments of the fluid distribution system, exhaust system, reciprocating or rotary engine, pump, compressor, and vehicle, aircraft, and marine craft disclosed herein, at least some of the following variable parameters: Can be determined by manual action and / or by a computer program or a combination thereof. When combining a manual operation and a computer program, these may be executed separately or simultaneously. Variable parameters are: engine speed; speed of any system in which the engine is installed, such as a vehicle or boat; amount and / or timing of fuel supplied; secondary or tertiary supply The amount and / or timing of any substance added to the exhaust gas; the temperature and / or pressure of the fuel supplied; the temperature and / or pressure of the substance added to the exhaust gas; The temperature and / or pressure of the air-fuel mixture (charge); timing and / or degree of opening and closing of any valve; amount and degree of fuel and / or air-fuel mixture for heating at cold start; exhaust gas recirculation (EGR) ) Timing and extent of change, extent of exhaust gas flow restriction at low temperatures at start-up; temperature of any lubricating fluid and Or pressure; a; any housing and / or any temperature and / or condition of air in other enclosed spaces which for operation. Any computer program is loaded into one or more computers and provides a modified electrical circuit for directly or indirectly changing decision controls and / or parameters by any suitable means Receive in some cases. Such determination, control, and / or modification may be done by any means, such as the use of solenoids, the use of servo motors, and / or the pressure liquid with a hydraulic motor or pump in one or more drive mechanisms. Includes use. These computers are mounted on or in the outer board of the engine, or any suitable location somewhere. The computer optionally receives electrical or electronic signals from one or more sensors or measuring devices, and the computer program is intended to process data from the one or more sensors or measuring devices. Yes. This measuring device measures at least one or more of the following items. These items include, if moving, the speed of movement; the temperature and / or pressure of the outside air; the temperature and / or conditions of the air in any enclosure for operation; the temperature and / or pressure of the fuel supply; Engine speed and / or load; temperature and / or pressure in one or more parts of any engine; pressure and / or temperature of any lubricating fluid; composition of exhaust gas components; Temperature and / or pressure at any point in the exhaust; temperature and / or pressure of the exhaust gas; temperature and / or pressure of the substance added to the exhaust gas; oscillation of the tilt angle from the horizontal of the engine; percentage of fuel used; The amount of fuel used and / or remaining fuel; distance to or surrounding or approaching or close objects Degrees; a; any housing and / or any temperature and / or condition of air in other enclosed spaces which for operation. As mentioned above, in order to make the cold start operation effective, the gas exhaust valve should be closed for a long time in a practical range, and the limiting factor is achieved in the reactor without having the engine stalled. The amount of pressure possible. In some cases, if the reactor has the property of warming up very quickly, it is not difficult to keep the valve closed until the operating temperature is reached. In other systems, this is more difficult if not impossible. In such cases, it may not be advantageous to partially open the gas outlet to maintain the pressure, since the gas that exits may only be partially decontaminated. As an optional alternative, a passage leading to the exhaust gas tank may be attached to the reactor, and optionally a second independent closing means between the reactor and the tank, preferably the passage and the reactor. You may provide in a connection part. In operation, when an acceptable level of pressure (including pressure below ambient air) is reached in the reactor, there is no obstruction or the obstruction to the vessel has been removed so that the gas can pass through. Pass through. Once the temperature at which the reactor warms up is achieved, the flow of exhaust gas toward the vessel is substantially stopped. By any means, preferably during warm-up of the engine, gas is exhausted from the tank to the engine intake system and recirculated through the combustion process, or warmed up from the tank and fully vented. Drained into a treatable reactor. Since the gas is slowly but always reacting constantly, it becomes more significantly free of contamination while staying in the passageway and the tank. This residence time will be several times, perhaps more than 100 times, the time for the gas to pass through the reactor during normal operation. As an example, as shown in the elevation cross-sectional view of FIG. 270 , an engine 16 having a reaction device 151 according to the present invention coupled to an expandable exhaust gas tank 150 is attached to an engine chamber 152 at the front of a motor vehicle. It has been. 271 comprises the front cross-sectional view of FIG. 271 , the left half showing the tank expanded and filled with exhaust gas, and the right half contracted and showing the relatively empty tank. At the top of the reactor 151, an intake manifold 154 is optionally integrated into the top of the reactor housing. The tank 150 includes a foldable bellows member 158 installed on a base portion 159, and the bellows is integrated with an end portion (here, a lower end) opposite to the base portion. A reinforcing member 160 is provided. The T-shaped reinforcing member 160 is firmly connected to the slidable guide 162 installed on the vertical rail 163 by a triangular member 161 at each end. The bottom of each guide communicates with the compression spring 164 and further communicates with the lower part of the vehicle structure 165. Upstream from the connection 167 is a main reactor gas exhaust valve 166, the passage 168 communicating with the tank base 159, and optionally from the base 159, the second passage 169 communicates with the intake manifold 154. is doing. As shown in the right half of FIG. 271, the tank is positioned as shown so that it occupies a relatively protected position during normal use, ie, when it is reduced and empty. Yes. The said tank may be installed in the state rotated 180 degree | times so that the member 161 may rise as the said tank is satisfy | filled.

In operation, after the main valve 166 is closed and the connecting valve 167 is opened, the exhaust gas moves from the passage 168 and fills the tank 150. The tank can only be expanded against the force of the spring 164 resulting in an increase in pressure. There is no obstacle in communication between the tank and the intake manifold, and the gas escapes to the manifold at a speed corresponding to the ratio between the size of the opening and the pressure of the tank. When the tank reaches a point close to its downward expansion limit (safe margin is allowed), the main valve 166 maintains a pressure in the event that full operating temperature has not been achieved. Open completely or completely. In this embodiment, the opening between the passage 169 and the intake manifold is less than the maximum pressure in the design of the exhaust tank system, but the ratio of the rate of gas flow towards the manifold to the flow occurring in the exhaust is: It is made small so that it is sufficiently small and the rate of exhaust gas recirculation can be sufficiently reduced. After the tank is filled and gas is diverted to the normal exhaust system, the load on the spring 164 is applied to the intake system until the bellows 158 are folded slowly and the tank is empty. Ensure that the gas spill continues. Installing a second valve at 167 in communication with passage 168 is, in some configurations, relatively small between the reactor and passage at connection 167 (several times in cross-sectional area than main exhaust pipe 170). By providing a (small) opening, it can be omitted. The small size of the opening increases the gas flow from the reactor at the start of warm-up operation and closing of the main valve 166, the higher pressure in the reactor accelerates the velocity of the gas flow along the passage 168 and faster Limit until the tank is full. Given that the tank has the lowest capacity when folded, the non-closure of the small opening 167 ensures that the exhaust gas is effectively recirculated to the reactor to some extent once operation has begun. . Since the pumping action of the engine is usually much greater than the spring strength, depending on the strength of the tank spring 164, the rate of gas flow backflowing through the opening is greater than the rate of gas flow toward the tank. Lower. If the gas diverted to the tank system is considered not to react sufficiently at the time of re-entering the reactor, the catalyst material may be the tank or its internal parts and / or the internal surfaces of the passages 168, 169. Can be made of materials having catalytic activity, such as copper or nickel. Alternatively or additionally, the coupling 167 is positioned as close as possible to the outlet so that the returning gas passes through a portion of the reactor that is substantially warm and fully operational. It may be. In an alternative embodiment, there are at least two passages between the reactor and the tank. The vessel assembly may be made from any suitable material that has the required degree of heat resistance. If the heat resistance of the selected material is low, additional heat spreading means may be added to the passage or pipe 168, as shown at 171 in the figure. If the material is heat resistant, for example, if the bellows assembly is made of metal or silicon rubber, thermal insulation means can be incorporated into the passageway as shown at 172 in the figure. Thereby, the gas can be maintained at a warmed temperature in the tank, and the reaction process can be accelerated. The warmness of the gas is advantageous when the gas is recirculated to the intake system. Providing a warm gas flow during a cold start (as described above, the reactor may already be able to operate to some extent after several cycles after combustion has begun) can cause the fuel to warm up during engine warm-up. Helps vaporize. In normal use, the gas at the inlet point of the intake is not heated so much as to contribute to the risk of premature fuel combustion. Optionally, a valve 155 can be provided between the tank and the intake system to control recirculation. In an alternative embodiment, the tub may be comprised of a series of slidably mounted housings that are adapted to fold into each other, as shown by way of example in the perspective view of FIG. In FIG. 272 , 600 represents a base housing having side and bottom surfaces, 601 represents an intermediate housing having only side surfaces, 602 represents a top housing having side and top surfaces, and 603 represents a pressed protrusion that serves as a guide. Show. The spring setting and guide described above can also be associated with such a vat. The embodiment of the vessel is shown by way of example, and any suitable vessel may be used, configured, and operated in any manner. The base can be in any suitable position. The expansion and contraction of the tank can be guided by any means in any direction.

Since the valve is required to be resistant to the very high temperatures and wear of the exhaust gas, preferably over the entire life of the engine, the structure of the valve can be problematic. A range of suitable high temperature materials, including ceramics or nickel alloys, will be described in detail later. Here, as an example, it contributes to easy repairs when replacement or maintenance is needed, with proper sealing, additional diversion to gas storage or recirculation, and particles from any filament material Alternatively, one method for assembling a valve that can provide resistance to beard-like objects is described. A feature of the main embodiment described is the connection or collar that exists between two main parts that coincide with the valve shaft, allowing the valve and spindle to be manufactured as an integrated unit, Fits when the main parts are combined. This structure is particularly suitable for butterfly valves. As an example, the plan view of FIG. 273 shows the engine 16 including the reaction device 180 including the main gas discharge valve 182 at the connection portion with the exhaust pipe 181, and FIG. 274 similarly shows the reaction device 180 and the exhaust pipe. 18 shows an engine 16 with a reactor 180 with an intermediate section 183 between them. The intermediate section 183 includes a first valve 187 and a connection with a branch 184 a in communication with the recirculation passage 184, which includes an additional second valve 185. . Figure 275 279 shows details of the valve 182 of FIG. 273. 275 is an enlarged plan view, FIG. 276 is a cross-sectional view along “K” in FIG. 275 , and FIG. 277 is an elevation view from “L” in FIGS. 273 and 275 . 278 and 279 show details of the connection between the areas. The butterfly diaphragm 187 having a biased circular or egg-shaped structure is manufactured integrally with the spindle 186 and the actuating lever 187a and has a larger surface area than the other area 189 so that it is fail-safe when the valve is open. It has one area 188 having it. The cross sections of the parts of the reactor near the exhaust pipe 181 and the connecting portion are substantially circular or egg-shaped structures similar to valves. The connecting parts of the main parts are in the integrated collar part 190. The collar 190 is connected by a coaxial hollow load distribution thread 191. The thread 191 passes through the bolt 192, washer 193 and nut 194 and compresses and holds the two parts separated by the compressible material 195. Note that it is preferred that the two separated layers pass through both ends of the spindle 186. This is illustrated in detail in the cross-sectional view of FIG. 279 by the spindle placed in the path of the spindle between the two main parts 180 and 181. Preferably, the component and spindle have mating surfaces that do not coincide with the center when assembled so as to provide a stronger clamping effect in the region of the connection 196 where the seal is expected to be weakest. It is preferable. A slight inward protrusion of the two layers of compressible material 195, as shown in the partial cross-sectional view of FIG. 278 , aids proper positioning and sealing effect of the diaphragm 187 when in close proximity to the diaphragm 187. .

FIG. 280 is a plan cross-sectional view showing the embodiment of FIG. 274 with a first valve 187, by way of example, and an additional second valve is in the form of a pressure-sensitive plug 197 and compression spring 198 assembly; The honeycomb structure 199 is substantially disposed at the connection between the intermediate section 183 and the reactor 180 to function as a fiber or string collector. FIG. 281 is also a detailed top view, wherein the passage 184 is connected to the intermediate member 183 by at least two assemblies consisting of two coaxial cavity load balancing threads and bolts 192, washers 193 and nuts 194. ing. The exhaust pipe 181 is coupled to the reactor 180 via an intermediate section 183 by an assembly 200 comprised of a plurality of coaxial load distribution threads 191 and associated fasteners 192. FIG. 282 shows a longitudinal cross-section of the hollow ball valve in the open position, fitted in the connection between the two parts. 201 constitutes a “ball” together with the integrated spindle 202 and actuating lever 203. Reference numeral 204 denotes a main exhaust passage. Reference numeral 205 denotes a seal. 206 is an additional second passage that allows exhaust recirculation means during a cold start. 180 is a housing of the reaction apparatus, 181 is a discharge pipe, and a connecting portion between them is indicated by a broken line 207. FIG. 283 is a similar cross-sectional view, rotated 90 degrees about the axis of the passage 204. The valve is in a closed state, allowing the second passage 206 to communicate with the main passage 204 and further with the opening 208 leading to the exhaust gas recirculation means. It is desirable that the valve actuating means be simple and as fail-safe as possible. For this purpose, the valve should be loaded by a spring (not locked by mechanical behavior) in the closed position, and the reactor pressure above the design limit will cause some gas The pressure should be reduced to a value below that required to operate the spring, surpassing the force of the spring to such an extent that it can escape. This maintains the balance of the load so that the valve is maintained slightly open and maintains a steady pressure in the reactor. The spring load is also adapted to bias the valve to a fully open state. Such a configuration is illustrated in FIG. 284 as an example. 210 indicates a valve operating lever by a thick line, and indicates inner surfaces of the butterfly valve 211 and the passage 212 by a thin line. It is shown together with the rotating shaft 217 of the valve. A valve assembly that is slightly open is indicated by a broken line, a valve assembly that is completely open is indicated by a chain line, and an arc of movement of the valve edge is indicated by a dashed line 211a. The same load system can be used. The valve is then actuated by allowing the originally fixed spring fixing point 215 to move along the path indicated by the dashed line 218 between the tips 219 and 220. A dash line 214 indicates the axis of the spring at each tip. Such movement of the fixed point of the spring can be actuated in any manner. In selected embodiments the collected gas pockets, i.e., the member driven by the expansion of the heat-sensitive material as shown in FIG. 285 may be moved. The piston 221 passes through a high conductor containment 222 exposed in the passage of the hot exhaust gas 223 and a volume 224 made of an easily expandable material such as gas or wax that has been collected. Contact me. The piston 221 is connected to the rod 225 and the coupling 226. FIG. 286 is a diagram showing how the piston rod 225 operates the valve operation via the valve operating lever 210, the spring 213, and the intermediate arm type lever 227 installed on the pivot 228. Indirect valve actuation using springs ensures the implementation of fail-safe characteristics. If this is not necessary, the thermally actuated piston 221 can be directly connected to the opening and closing of the valve. For example, the end 229 of the intermediate lever 227 is directly coupled to the valve operating arm (the embodiment is not shown). In both cases, in particular the latter case, the opening of the valve can be closely correlated to the exhaust temperature, which in turn can be correlated to the reactor pressure as a function of temperature.

The above features can be used in any suitable combination with each other, and can be used appropriately to perform functions not related to cold start as well. The circulation of gas to the intake system may be associated with the gas tank, or alternatively may be done directly and omit the tank. In addition, the exhaust gas re-circulation (ERG) system described above can be used, for example, after a warm-up has been achieved, to the engine under normal operating conditions, either continuously or in certain operating modes. It can be used to provide EGR. Promote the use of EGR, in order to eliminate to the extent possible the use of the pump, as shown in FIG. 287 may scoop portion is disposed at the junction close to the recirculation passage in the reactor. The scoop 230 protrudes into the exhaust gas stream 231 and creates a high pressure region at 232 to help the gas flow along the EGR system 233. Preferably, the scoop is located in the “weak” region of the reactor, that is, where the reaction occurs at a rate lower than average. Thereby, gas with a high pollution degree is recirculated, and reaction can be continued partially while passing through the 2nd channel | path in a reactor. Scoop placement can be made to be nearly steady after the ratio of continuously used EGR increases between very low and intermediate speeds. This is because the circulated gas depends on its speed and the volume of gas emitted from the engine. An additional valve at the EGR system and intake manifold connection, as shown by way of example in the cross-sectional view of FIG. 288 , may depend on the intake negative pressure. 234 is an exhaust supply passage, 233 is an EGR system, 235 is a manifold, and 236 is open to the pressure from the curved leaf spring 237, but when closed, A plug that seals the passage 238 provided with progressively sized outlets 239 and is operable when fully or partially open. In the closed state, the cap lid seals the pedestal 240. The internal volume pressure at 241 is balanced against the EGR system by a leaching passage shown at 242 with a dash. The degree of the ratio of EGR to intake negative pressure can be controlled by sizing the outlet 239, which can be linear, logarithmic, or other gradual increase. Employing an operating mode may require a sudden supply of recirculation gas. In a direct system, once the starting requirements are met, a partial negative pressure is generated in the EGR system, and the rate of gas supply is slower than ideally required. This problem is greatly eliminated by incorporating into the system an exhaust tank that can or cannot be expanded. For example, if an expandable tub is incorporated that can be used in a cold start process, the expansion operation can be progressively loaded by a spring. During normal operation, for example, the recirculation pressure facilitated by damming is a gentle first that allows the expansion of the tank and reduction, for example, in the range of a quarter of the maximum expansion, in the low pressure range. Causes a spring-biased situation. Such tank movement ensures a more consistent EGR speed upon sudden introduction of certain modes of operation. During a cold start, a greater pressure can overcome the resistance to a strong second spring biased situation (same for the first situation), allowing the vessel to expand to its maximum capacity.

EGR is the preferred situation in high-speed engine speed moderate, as shown in elevation view of the planar cross-sectional view and FIG. 290 of FIG. 289, the valve is actuated by the intake gas velocity, the EGR system and the intake manifold Can be incorporated into the connection point. The valve shown in the open state in FIG. 289 includes a shaft 243 that can slide in the passage 244. The passage 244 communicates with the EGR system and exposes the progressively sized outlet 245. The shaft also terminates at a head 246. A scoop or blade 247 is attached to the head 246, and the head 246 protrudes into the gas flow 248 that opposes the operation of the loop-shaped leaf spring 249. FIG. 290 shows a similar configuration in the closed position for the valve housed in the housing 250 protruding toward the space side of the intake manifold wall 251. Suitably, an appropriately balanced EGR system is operated, for example, by negative pressure and / or speed, or other means, and is located at various locations in the intake system, all preferably a gas tank A series of valves in communication with an EGR system comprising: Carefully placing these valves, adjusting their spring bias, and selecting the diameter of the passageway can provide the correct amount of EGR for various drive modes. It has been shown that by closing the exhaust gas outlet completely or partially by a valve, the effect of damaging the gas in the reactor facilitates warming up the assembly. Such damming can be achieved in any preferred embodiment by any suitable means including providing a fan or turbine in the exhaust system adjacent to the reactor gas outlet. Because the fan is inactive at cold start and constitutes a barrier or embankment in the system, behind it, pressure can be increased during the early stages of engine operation. Preferably, the fan does not constitute an overall barrier and the engine can be started relatively easily by the starter motor by passing some air between the honey or the connection to the housing. When combustion begins, the rapid increase in engine speed and gas flow ensures a significant damming effect. This effect can only be relieved when the pressure of the reactor against the fan's splash overcomes the fan's inactivity. In addition, the fan spindle and its bearings may have different expansion coefficients, which will tighten the bearings more tightly at low temperatures than at warmer times to ensure greater resistance to rotation. Can be. As an example, the fan is shown in 471 of FIG. 14. A turbine wheel may be used instead of the fan. In order to supply additional air to the intake system to help provide a precisely controlled air-to-fuel mixture ratio, the supply system described above in connection with the valve operation and EGR supply is Can be used. Air may be supplied from the reservoir, as shown in FIG. 291 may be provided through the front or back of the air cleaning assembly of the filter. A coaxial chamber 252 surrounds the main intake pipe and is adjacent to the air cleaner 253. The chamber 252 is supplied with air from the opening 254 and is provided with an additional dike or scoop section 255 provided to maintain the air in the tank at a low pressure. The same valve system actuated by engine mode (and mixed air pressure) supplies recirculated exhaust gas or air to the reactor, for example in an intake system, by a passage leading from the source to the reactor via the arranged valve Can be used to Operation of such a valve is shown in Figure 292. The shaft 256 and head 257 of the intake system 258 open against a spring 259 that loads the free passage 260. Preferably, a filter that collects particulate matter contained in the exhaust is incorporated into any EGR system. Such materials are known to cause engine wear and are prone to mechanical failure in many conventional inadequate filter systems. According to the present invention, a substantial air supply to the reactor may not be necessary. However, it is preferable to supply a small amount of air, preferably by means as described above, only under operating conditions that support the precise balance of the reaction process of any exhaust gas component. The air tank is, for example, provided with an elastic side surface and can be expanded, and can provide air at a more steady pressure even when the operation mode is suddenly switched. Alternatively, the tank may, for example, as shown in the perspective view of FIG. 272 may comprise a series of housing disposed slidably adapted to Tatamikomeru within one another.

The housing and filament material shapes, contents, and structures associated with exhaust gas flow described above can all be used in any combination, and the resulting engine mixture is handled, controlled, or processed in any manner. It can be used in embodiments for providing a means. Conventionally, many internal combustion engine engines are supplied with an air-fuel mixture in the form of an annular column passing through a tubular manifold pipe. The passage of the air-fuel mixture through the housing of the present invention provides a smoother air-fuel flow, eliminates most of the pulsing effect, particularly when operating modes change, and the criticality associated with prior art manifolds. Adjustment can be omitted. Providing filament material within the air-fuel mixture housing helps improve turbulence, exchange heat, eliminate clumping, and the like. The mixture housing is similar to the reactor housing described above and can be configured such that a portion of the mixture processing volume normally enters the area occupied by the engine. The air intake can be formed with a progressively changing cross section to ensure a smooth fluid flow between the volume and the main portion of the air intake. The filament material can be provided at any position in the gas mixture processing volume. However, in selected embodiments, the filament material is provided in or adjacent to the inlet. Inlet region including a region protruding to an adjacent portion and the gas mixture treated in a volume, which control the distribution or flow of the fluid, may have for example from Figure 201 according to 210, or a member similar to that. The fluid may travel from the mixture treatment volume following a non-parallel path as disclosed, for example, or similar to FIGS. 199 and 200 . An intermediate member may be provided along the line as described in FIGS. 188 and 196 between the mixture processing housing and the engine body. These are optional thermal insulation materials for maintaining the air-fuel mixture at ambient temperature. In the case of a combustion engine, the housing, structure, arrangement of components, and contents thereof of the present invention can be applied for an air-fuel mixture process or an exhaust process or both. In the latter case, the mixture housing may be located opposite the exhaust housing (as illustrated in a “cross-flow” engine), or both may be located adjacent to the same side of the engine. Moreover, both housings may be isolate | separated, may be couple | bonded, and may be integrated. In selected embodiments, the housing communicates with a plurality of inlets. A further advantage of the present invention is to provide improved inhalation silence. The valves and fluid control systems associated with the exhaust gas flow described above may be used to control the flow of engine mixture fluid.

  In important embodiments, all fuel delivery devices according to the present disclosure can be applied to the delivery of solids containing particulates, if preferred. In a further embodiment, two different fluids are delivered to one working chamber. Two different fluids may be delivered by a single device, independent of each other. In the case of an IC engine, the first substance is a fuel, and the second substance is a non-flammable agent or a second fuel that is a non-flammable agent mixed with fuel such as an alcohol / water mixture. The introduction of the second material contributes to engine power and / or improved exhaust emissions and / or fuel saving at all times or under selected operating conditions. The second substance may be introduced and effectively assisted under certain operating conditions, such as rapid acceleration, high load (high load) or maximum power. In such a mode of operation, fuel consumption will increase significantly, but by keeping the main fuel at normal flow rates and compensating for the increased fuel demand with a second material (preferably available from non-fossil fuel sources). You can expect to save a lot of main fuel. The second material consumed may be another fuel such as alcohol or methanol that is purified from materials such as waste paper, biological materials. Instead, liquid, vapor or gaseous water may be used, which has been known since the early 20th century to improve performance and have an anti-knock effect under certain conditions. In selected embodiments, it consists of a mixture of water and a fuel such as methanol. In a further embodiment, to improve the volumetric efficiency of the engine, water is introduced into the cylinder as a liquid and then converted into steam by heat from combustion and / or steam introduced under pressure. Since energy is absorbed during the conversion from water to steam, the water introduced as a liquid has a cooling effect in the combustion space. In addition to methanol, a suitable hydrocarbon (eg, ethanol) may be mixed with water. The introduction of water may be regulated by a sensor in relation to atmospheric humidity.

In the following, an apparatus for introducing a substance into an intake charge that does not vaporize the fuel according to the gas velocity at which the fuel is delivered will be described. Any of the fuel delivery devices disclosed herein can be used to introduce the second material and / or main fuel into the charge. In the case of a compression ignition engine or other engine with a first fuel injection cylinder, the other material may be supplied by an additional injector or introduced by a composite injector, i.e. a different piping system of the same injector. May be. Delivery may be related. That is, the delivery of one substance may automatically cause another delivery. Alternatively, the systems may operate independently of each other. Most of the application examples will be described later, but what has been disclosed here about the delivery of fluid to the working chamber can be applied to any applicable compressor, pump and IC engine. Fuel delivery devices are generally shown mounted on the top of the head and leading to a working chamber that is a combustion chamber, but in the case of an IC engine or other mechanism, the device is located in or near the inlet. It can be mounted at any angle at any position within, including any combustion chamber or working chamber. In one embodiment, FIG. 293 shows, by way of example, a schematic bottom cross section of a composite injector. The nozzle 274 is mounted on the injector main body 274a so as to be able to reciprocate. When the nozzle 274 is lifted in the direction of the arrow by the pressure wave, the fuel in the gallery 272 supplied from the pipe 272a is supplied to the normal flow path. It flows out at 273. The nozzle has a hollow central tube 275 that is connected to the second fluid space 276 supplied from the pipe 276a only when the nozzle is lifted, thereby causing fuel delivery. The second fluid is always under pressure, so 277 delivery occurs only when the nozzle is lifted. The ratio of the fuel to the second fluid is determined by the respective pressures and the duration of the stage where the space and the hollow tube overlap. In another embodiment, FIG. 294 schematically illustrates a composite injector having an inner nozzle 278 that is coaxial with and within the outer nozzle 279. The outer nozzle 279 is mounted on the injector body 274a, and these nozzles are lifted independently in the normal mode, have a delivery capability, and deliver different fluids, indicated by 273 and 277. The outer nozzle delivers the fluid indicated by 273 only during the period when it is lifted in the direction 279a by the pressure wave in the space 272 supplied by the pipe 272a. On the other hand, the inner nozzle independently delivers the fluid indicated by 277 by lifting the pintle / nozzle 278 in the direction 277a by the pressure wave in the space 277b supplied by the delivery channel 275. In this description of the fuel delivery device capable of delivering at least two different fluids, a general reference is made to the combustion chamber used and one fluid that is the fuel. The device can be used in any IC engine, compressor, or pump, and can deliver any combination of any different fluids. In still other embodiments, the principles of FIGS. 293 and 294 can be applied to include one fuel delivery device capable of delivering more than two different fluids.

In still other embodiments, the portion of the fuel delivery device that communicates with the working chamber operates differently from the linear inter-movement of the nozzles or pintles of FIGS. 293 and 294 during fluid delivery. As an example, a schematic cross-sectional view of a device for delivering two independent fluids is shown in FIG. 295 , and FIG. 296 is a plan view of the device as seen from the bottom and a view of the nozzle assembly as seen from the working space. The central nozzle 280 operates in the normal manner, and is raised in the direction of the arrow by a pressure wave within its housing, and fluid is delivered as shown schematically at 277. On the other hand, the outer nozzle 281 accommodated in the injector main body 247a is coaxial with the first one during the fluid discharge indicated by 284, and operates in a rotating manner within the accommodating portion. Such rotation may be controlled by a bearing, or may be controlled by the friction seal resistance shown schematically at 282. The rotational motion is transmitted using a fluid delivery tube 283 that terminates in the tangential direction of the nozzle diameter by delivering a twisting motion thereto during the fluid delivery by force from the fluid delivery. Alternatively, the rotational movement may be triggered electrically, for example by a solenoid. This action causes the fluid to sprinkle across the combustion space with the behavior shown at 284, similar to the behavior of a garden hose. As shown on the right side of the figure, the outer nozzle delivery is achieved by generating delivery from tube 285b to tube 283 by pressure waves supplied through piping 285b to a fluid space 285 of coaxial and surrounding configuration. May be generated. In an alternative embodiment, as shown on the left side, the pressure wave depresses one or more plungers 286 against the load of the spring 287 and the inward movement of the plungers causes the flow following the fluid space and the tube. Link 285b may be combined to generate delivery 284. This sprinkling operation may be used for the kinematic reaction of rotating the nozzle and delivering the fluid spray in a substantially tangential direction, or for mechanical or electromagnetic firing. And has significant advantages over conventional delivery systems. The latter performs the delivery of fuel in a straight line, but according to the spray of the present invention, it becomes a longer snake-like shape, so that the liquid falls or burns in the chamber wall before being atomized. Opportunities can be reduced. In addition, the sprinkling operation promotes the dispersion of fuel droplets when a larger amount is filled, compared to the conventional one-way discharge. Rotational delivery is primarily described in hybrid embodiments where two materials can be delivered by a single assembly. In an alternative embodiment, the rotation principle may be embodied in an injector that handles a single substance. The rotating member protruding into the working space or the combustion space may be in any form, and the head form suitable for the rotating injector is embodied by a fixed or non-rotatable head injector. It may be. Rotation may be accomplished by fuel delivery speed alone, or by electrical firing such as solenoids, electric motors or magnets, or by mechanical drive to a variable or fixed injector. The rotation may be intermittent, continuous or recursive. For example, if the top of the head is rotating during the injection, it will be returned to its previous position in whole or in part by a spring or other action. The rotation may be accomplished by any combination of the above means. For example, in an injector where a small electric motor typically provides insufficient rotating machine power to rotate the head against bearing / seal friction loads, additional rotational motion beyond bearing friction is provided. Rotation is achieved only during periods in which substantially tangential discharge occurs. Mechanical or electrical rotation may be transmitted using a solid or hollow needle, tube or injector nozzle seal essential to the rotating head, using splines, teeth, friction surfaces, etc. May be communicated to and / or driven by these. The needle / shaft / tube may also serve as a rotational drive means and a fuel discharge means by lifting from the receptacle. In such cases, vertical movement may be triggered by a conventional fluid compression valve or solenoid.

If the rotating operation is invoked by the solenoid, as shown schematically in Figure 297, by using a single solenoid assembly, by the action of solenoid at an appropriate angle, it may result in vertical movement and rotational movement simultaneously . Due to the activation of the electrical circuit, the shaft 800 is pulled and makes one composite motion with both rotational and reciprocating components in the magnitude and direction indicated by arrow 801, against a spring or other resistor. . Here, when the electric circuit is stopped, the shaft moves in the size and direction indicated by the dashed arrow 802, and the shaft returns to the original position. The resistor may be one-dimensional (for example, reciprocating) and may cause a reciprocal movement indicated by 802, whereby the shaft rotates in an arc shape by each activation. The reciprocating motion and rotational motion may be transmitted to all or any part of the fuel delivery device by any means, including by mechanical drive, and the motion may be independent or related. It may be. The movement during the electromagnetic actuation may be in any direction or may be linear. For example, as schematically illustrated in FIG. 298 , a member 803 that transmits power to the injector head is rotatably mounted on a fixed, sleeve or “mountain” shaped cam 804 and referenced composite. You may transmit the movement. The reciprocating motion and / or the projecting / contracting motion may be transmitted to the injector head, for example by extending or projecting the head portion against a spring load. The device of another embodiment which rotates during fluid delivery, is illustrated schematically in Figures 299 303. FIG. 299 is a front plan view of an injector head 313 having three crank-shaped hollow tubes 811 that are rotatable and capable of fluid outflow through the distal holes 812a. FIG. 300 shows a similar configuration, and each of the plurality of linear hollow tubes 812 has a plurality of holes 812a through which 810 fluid can flow out. FIG. 301 is a front plan view of an injector head in the form of a hollow disk 813 that has one internal space that is rotatable and capable of fluid outflow of 810 with a circumferential hole therethrough. The configuration of the holes is shown in detail in FIG. 302 as a front view of the end portion. The disc is coaxial with the rotation axis, allowing the passage of the second fluid, delivery from the opening 816 277 is possible, has another interior space 815, the aperture 816, the line shown in FIG. 295 The central nozzle 815 can be lifted back along and then closed. FIG. 303 is suitable for both rotary and non-rotational applications and is a semi-helical annular hollow tube 826 (closed end) with fluid outflow 810 shown opposite a series of delivery holes 812a on the side wall of the tube. A front plan view of an injector head 813 having Although the embodiment has been described in which a member capable of reciprocating, rotating, or other movement is combined with the assembly of the injector head, a main body portion of the injector including the head may be operated. The axis of rotation of the injector head may be adjusted according to any relationship with the space to which delivery is supplied. In still other embodiments, in nearly all types of structures, a portion of the fluid to be delivered can be used as a lubricating oil. As an example, FIG. 304 shows a schematic cross-sectional view of a rotatable head 827 that is screwed to a rotatable drive member 828. These are fixedly disposed on the injector body 829 and the bearing surface 830 leaks from the delivery fluid space 831 which is supplied from the flow path 831a via a ring 832 which is a capillary, porous or water permeable material. 810 shows the delivery by compression waves of the fluid through the ring and flow path 832a through which the lubricating oil is fed. In other embodiments described above or described herein, all or part of the injector body is integral as part of the working chamber, such as a cylinder head.

The present invention further includes an injector head that reciprocates and that is rotatable and projectable and / or telescopic. A reciprocating injector head may perform back-and-forth movements in response to being fixed relative to the engine cycle or a portion thereof, such as a compression and / or expansion stroke. These require that the hollow member be slidably mounted inside or outside a similarly configured hollow guide member, or slidably mounted on a number of such sliding members mounted together as a group. This may be fixed to another plane or operable (eg, rotatable). The sliding member may be straight when viewed from the front side or may be bent, and the cross-section may be any suitable shape including circular, blade-shaped, cross-shaped, star-shaped, etc. There may be. The extendable / retractable motion may be incorporated into the injector for one or both of two important reasons. The reason for this is that when the engine body is allowed to move periodically (eg before the piston reaches, for example, 9 / 10th of the compression stroke), it is controlled in an operating region far from the injector base. To provide a fluid supply or to improve fluid mixing or extensive atomization. This is particularly useful in large combustion chambers supplied by a single injector, such as a marine engine. Fluid may be delivered through holes and / or other sites at the end of the sliding member leading to the interior hollow portion, the delivery being in cross-sectional area, position, number, and By arranging the holes in different arrangements, the continuous delivery of the holes in different moving configurations may control the delivery of a series of fluids during operation. In selected embodiments, the pressure increase prior to injection causes the injector head to stretch, which causes some of the fluid to flow out through the injection device. When the expansion starts, main ejection occurs at a very high pressure, and then the pressure decreases, ejection stops, and the head portion contracts. Instead, for example, if the injector head defines a pre-combustion region or chamber of the combustion engine, the extension of the head may be subject to the combustion process, eg, against a spring load. It may be achieved by itself. According to such a configuration, the gas pressure in the pre-combustion zone increases with the start of ignition, for example, the injector head is “blown” against the action of the spring, or a different part. Back to any time, including when the main and precombustion zone pressures are equal. Rotating, reciprocating, or slidable members are known, and it is easy to apply these known techniques to the configurations and embodiments of the present invention. As an example, it comprises an injector head assembly of three parts, a cross-sectional view of the blade-shaped (blade-like) to the reciprocating or "lizard tongue" type of movement of the drawing board type, a front view in FIG. 305, FIG. In 306 , a partial plan view is shown. In FIG. 305 , the non-injection state is indicated by a solid line, and the fully expanded state is indicated by a broken line. A number of holes 810a for fluid outflow 810 are provided in the elongate end or side of the blade-like portion 835, and the rear leaf leaves a wishbone leaf spring 833 that provides a force to return from the outflow position to the retracted position. Stretching towards. Further, holes 836 are provided so as to be aligned with each other at a stage when the assembly is extended. In FIG. 305 , the outflow component is curved, but it may be linear. The injector head of any embodiment in the present disclosure, including FIGS. 293 to 313 , as an example, is generally shown as an example arranged vertically or substantially parallel to the upper plane of the working chamber 1002. Instead, it may be arranged at any angle with respect to the cylinder head or the working chamber, regardless of whether a portion of the injector rotates.

In yet other embodiments, for use in a combustion engine, includes ignition means and / or includes (or defines) a pre-combustion region, and / or the fluid delivery device changes the compressibility in the working chamber. It can be rotated or reciprocated for any reason including. The pre-combustion zone may be appropriately defined by the fact that the combustion chamber head or other site accessory, part of the apparatus, and the head together form the wall or boundary of the pre-combustion zone. The wall or enclosure of the assembly or depression that both partially enclose the pre-combustion region may be located on or in the cylinder head adjacent to or in the fluid delivery device. Additionally or alternatively, a spark or arc ignition can be passed between circuits mounted on the device, or a terminal mounted on the device and a wall or valve in the chamber or pre-combustion zone, piston or rotor head, etc. It may be triggered by an electrical bridge mounted on any other component of the engine, including, or straddling with other terminals formed of such components. In an alternative embodiment, one terminal of the electrical bridge may be on the device and the other may be elsewhere in the working chamber. The terminals on the composite unit may be of any configuration including a dome, an L-shaped member, an annulus including those concentric with the axis of the unit, and may be any suitable electrically conductive material including metal and carbon. It only has to be formed. The ignition may be in accordance with the well-known “cold” spark principle, or may be in accordance with the principle of using a “hot” arc that has been under development in recent years and includes a system called plasma ignition. . In plasma ignition, a gas heated to an extremely high temperature by an arc is ejected, and the gas is ignited at high speed through an opening or restriction, thereby igniting a combustible mixed gas. If the latter ignition system is included in a combined ignition and fuel delivery unit, the ignition means may be mounted next to the orifice, regardless of the single or multiple configurations, or the above You may mount so that it may become coaxial with at least one part (part like a nozzle) of an apparatus. In selected embodiments, the fuel supply means is such that the arc and ultra-high temperature heated gas provide a plasma ignition and that this region serves as a source of plasma ignition and a pre-combustion region. May be additionally provided. In other selected embodiments, the portion of the outflow system that functions as one end of the ignition system (eg, a nozzle) includes the arc of the plasma ignition system. As an example, FIG. 307 shows the lower portion of an injector mounted on an engine head or block 840 formed such that the pre-combustion region 841 is connected to the main combustion chamber 842. Injector 843a has an injector head 843, for example by means of the device of FIG. 298, the position indicated by the solid line 860 to the position indicated by dashed lines 844, and / or between any position, changing the compression ratio May be rotationally movable and / or reciprocally movable for any purpose, including: Optionally, a sealing ring is provided at 861. The injector 843a is made of a nonconductive material such as ceramic. A conventional spark end is shown at 845 and is part of or connected to an electrical circuit, made of a conductive material, or partially containing a conductive material. An alternative single end for supplying sparks to wall 847 is shown at 846. Alternatively, the spark may be directed at the metal injector head 843. Another example is shown in FIG. 308, which will be described below.

It is a further aspect of the present invention that the outflow reciprocates, thereby efficiently changing the compression rate of the combustion chamber or the receiving volume of the pre-combustion region. An example is schematically shown in FIG. 307 , showing two (860 and) of many alternative locations for the injector assembly 843a. Since the volume of the pre-combustion region is a part of the volume of the combustion chamber as a whole, changing the former volume changes the effective compression ratio. In addition, the injector head movement, and thus the change in size of the pre-combustion zone, can be performed manually or automatically during engine operation, temperature, starting conditions, engine speed and / or load, intake charge pressure It may be variable depending on atmospheric pressure, charge composition, fuel used, and the like. Such variable position piston or head assembly configurations are known for other devices and may be implemented in any suitable manner. In one method of operating the present invention, the spring load provides a force toward the outflow portion toward the most contracted position against a rotating cam that functions opposite the injector assembly base. Injector movement may be directed by any system such as guides, paths, grooves, protrusions, recesses, ledges, cams, and the like. The injector material may be any suitable material including ceramic, ceramic glass, and the like. The optional injector head assembly of the present invention may reciprocate and / or rotate at each outflow (which has the effect of rotating the outflow liquid), for example a cam capable of rotation and / or axial movement Means may be used to vary the degree of reciprocation and / or rotation depending on the operating mode of the engine. As an example, FIG. 308 includes a ceramic body 843a mounted on the head 1004 and forming an enclosure or wall 848 that defines a pre-combustion zone 850, with a central end hole 849b and a plurality of angled side holes 849a. And an overview of a composite injector / ignition including an extendable needle portion 849 mounted in a reciprocating manner in the direction 1802. The needle portion 849 is mounted on the configuration 854 so as to be capable of reciprocating in the direction 1802 or being adjustable. Configuration 854 illustrates the contracted position, but can be moved to any number of extended positions as indicated by the dashed lines "A" and "B" at the lower end. Optionally, there are provided bleed holes 849a and connecting tubes for lubricating the internal or external bearing surface of the movable configuration 854. The plasma or spark ignition 852 is provided between the end portions 852a and 852b and connected to the electric circuit 851. When the needle portion is in the most contracted position as shown in the drawing, the hole on the side surface is covered and oil may be slowly oozed between the needle portion and the main body 843a. The end holes are not covered, and as shown at 1818, a small amount of fuel is leaked that is sufficient to generate a combustion mixture in region 850 during the operating cycle. In an alternative embodiment, the pressure in the working chamber is such that, prior to the pressure wave, too little fuel leaks out so that ignition in region 850 is initiated. Alternatively, the fuel for the ignition at 1818 may be ejected by a deliberate pressure wave, with a “front wave” distinguished from the beginning, or the beginning of the base pressure wave. At the time when the gas mixture in region 850 is ignited, the pressure wave in the fuel supply causes needle 849 to extend and from all holes to both the pre-combustion region and the body of combustion chamber 842 at 810. It will be sufficient to spray the fuel as shown. When the pressure wave is attenuated, the needle portion returns to the contracted position. In an alternative embodiment, the initial pressure is low to move the needle, and a small amount of fuel 1818 is injected into the chamber 850, followed by increasing the pressure or another large pressure wave that causes the needle to move. Elongate and supply fuel to main chamber 842. There are two effects of changing the extension of the cylinder 854. As a desirable feature, the mixing in region 850 is varied assuming that the overall compressibility in the combustion chamber is varied and that the fuel pressure is not adjusted during non-outflow periods in the cycle. As described above, the change in the position of the cylinder 854 may be during engine operation. Alternatively, it may be between engine operations to adapt to specific conditions such as altitude or fuel quality, or to supply different specification engines for different applications, It may be during assembly of the engine. In other embodiments, FIG. 309 illustrates a configuration similar to that of FIG. 308, and similar features are generally labeled with the same numbers. The difference from the previous drawing is that it does not have a configuration 854 and is configured to supply most of the fluid into the working chamber 842 when the hole 849a of the needle 853 is fully extended. It is that. During part of the cycle, fuel 1818 oozes from the end holes. After the gas mixture in region 850 is ignited, a pressure wave causes most of the fuel to flow into combustion chamber 842 as indicated at 810.

In other embodiments, the lower portion of the injector is in the shape of a disk (which can be any shape, but approximately circular), and the disk has an opening for delivering fluid to the periphery. In a further embodiment, the disk rotates and / or reciprocates in the working chamber at least in part during delivery of the fluid. As an example, the injector shown in FIG. 310 is reciprocated in the direction of 1802 by the head 1004 and is in a contracted position (partially masked) from the main combustion chamber 842 to the precombustion zone 850 2 schematically shows two embodiments of the disc. It is denoted by the same numerals in the same mechanism as mechanism shown in FIGS. 309 and 309. Here, the needle 855 is provided directly on the cylinder head 1004, and has an indispensable disk-type head 856 and an internal fluid transfer volume 855a. In this embodiment, the head is metal and is part of an electrical circuit 851 for generating a spark 852 via an electrical connection outboard (not shown) of the head. A drain is provided at 849a for lubrication of the bearing interface between the needle and the head. On the left side of this embodiment, the pressure in zone 850 is always in line with the pressure in the main combustion chamber, and passage 858 connects volume 855a to the periphery of the disk. A small fluid passage in the needle 855 is indicated by the dashed line 856a. During part of the cycle, fuel leaks from the bearing interface end 859b and from passage 856a and optionally from passage 858. The air-fuel mixture at volume 850 is ignited by spark 852 and the resulting expansion pushes needle / head assembly 855/856 to the position of dashed line 856b in combustion chamber 842, optionally with a telescopic spring load (not shown). On the other hand, pressure waves carry fuel to 810 via passage 858. On the right side of this embodiment, the needle head is tightly attached to the cylinder head to cover the large fuel outlet 859. If sealing is performed continuously around the head, when the head returns to the seat, the pressure in the zone 850 becomes the pressure of the combustion chamber and is always lower than the maximum pressure rate when combustion ideally occurs. . If the head returns to the seat too early and the pressure in the zone 850 is low, the pressure in the zone 850 is gradually increased by a suitable passage 857 provided in the disk head 856. It should be noted that the passage 857 is too small to make the pressure in the area 850 equal to the maximum pressure in the chamber 842 within the desired cycle time. Combustion occurs as described on the left side of the figure. A sufficiently large outlet preserves the power drain, cost, mass and volume of the high pressure fuel pump during the entire discharge, reducing or reducing the requirements for pressure waves. The normal low pressure maintained in the fuel system that provides lubrication through passage 849a is sufficient for a large quantity of fuel to push out the outlet 859 while the head is not in the seat. It tends to remain near the opening without forming a lot of spray. If the temperature in the combustion chamber is high enough, a portion of the fuel burns immediately and the expansion rate is quickly distributed through the chamber to the remaining fuel. This low pressure and low speed distribution is similar to the method of transferring fluid to the working chamber, which will be described later.

As another example, FIG. 311 shows the bottom of an injector that injects two separate fluids independently. The first fluid enters from “A” and the second fluid enters from “B”. The injector main body 1801 reciprocates in the direction of the arrow 1802 in the cylinder head 1004, and shows a position where the injector body 1801 contracts to the maximum when it contracts and is positioned at the seat. The main fluid “A” travels down the passage 1804 to an optionally annular fluid gallery 1805 and optionally through the passage 1806 when the component 1801 reaches climax after a pressure wave is generated. And sprayed as a spray 1807. And optionally, the piston head is located in the area indicated by the dashed line 1001, and the component 1801 is fed in a narrow gap between the piston head and the bottom of the component 1801 and is accelerated in the direction of 1806. The gas flow is atomized 1807, increasing the rate of efficiency of the fluid / supply mixture. When the injector body returns to the normal seat 1803, the fuel delivery passage is covered by the head and is therefore slightly affected by the pressure in the actuation / combustion chamber. The second fluid “B” enters the fluid supply chamber 1809, and when a pressure wave is induced in the fluid “B”, the plunger 1810 rises and ejects the fluid at 1811. It is assumed that fluid “B” can be jetted at any time, including when component 1801 contracts and sits. In another embodiment of a disk-shaped injector that is fixed or expandable and contractable as in FIG. 311 , the fluid gallery has a spring-loaded flexible opening that expands when a pressure wave occurs in the fluid. When the pressure wave decreases, the energy generated by the opening returning to its original position causes a small second pressure wave in the opposite direction from the first. This second wave balances the fluid delivery system and / or introduces additional fluid into the working volume. As an example, FIG. 312 shows a lower portion of such an injector body 1801. Here, the lower limit of the reciprocating motion in the direction 1802 is shown. Fluid enters from “A” and descends from passage 1804 to fluid gallery 1805, where passage 1806 communicates with the periphery of the disk portion of body 1801. When a fluid pressure wave is caused, the spring loaded gallery opening 1812 expands as shown by the dashed line 1813 and fluid is injected at 1807 into the working chamber 1002. When the main pressure wave stops, the return of the opening 1812 extends the injection period somewhat by injecting additional fluid in the gallery 1805 and a second small counter pressure wave in the passage 1804 appear. Again, when the injector body returns to the normal seat of 1803, the fuel delivery passage is covered by the head. In other embodiments, the component 1801 is partially contracted as the main pressure wave subsides, and the spring action of the opening 1812 creates an opposite pressure wave in the passage 1804. In FIGS. 310-320, a predetermined number of fluid passages are shown to illustrate the principles of the present invention. In other embodiments, other numbers of passages may be provided.

In a further embodiment, the fluid delivery device has little or no jetting action, but instead delivers fluid to the working chamber in a timely manner in the chamber operating cycle. In an IC engine operating at very high temperatures, it is not necessary to consume energy in order to force the injector to pump the fuel into the combustion chamber at a high pressure in order to ensure wide spread of the fuel. The pocket of fuel burns almost instantaneously when it is transported or exposed to the combustion chamber in a predetermined manner. This is especially true when the fuel is heated to some extent. The combustion of the first fuel at the time of delivery results in a sufficiently rapid expansion of the initial product of combustion, and the kinetic energy of the expansion ensures an effective instantaneous diffusion of the remaining fuel through the fuel volume. Other versions of the previously disclosed disk ejector do not eject fluid but carry fluid to the working volume. As an example, FIG. 313 shows in parallel two embodiments that are part of a reciprocating fuel delivery device included in the head 1004, with the most expanded position when fluid delivery occurs. It is shown. When no fluid is delivered, the device returns to the seat and the lower surface almost overlaps the surface of the head working chamber. A circumferential recess that is separate or continuous and / or annular 1813 is provided around the disk about which the tension member 1814 is centered. The injector body 1801 and the tension member 1814 can reciprocate in the direction 1802 independently. Two methods of low pressure fluid delivery or no pressure fluid delivery are shown. On the right side, when component 1801 contracts or sits as shown by dashed line 1803, fluid “A” travels down passage 1804 and accumulates in recess 1813. The procedure on the left side is the same except that the fluid “B” accumulates in several recesses 1816 formed in the head. In any case, when the component 1801 expands, the fluid in the recess 1813 intersects with the fluid in the working volume 1002. In the case of “A” or “B”, fuel evaporation or boiling occurs in region 1818. On the left side, volume 1817 is fully or partially filled with fluid while 1801 is inflated. When 1801 returns to the seat, fluid flows back into the passage 1815 and generates a large counter pressure wave. In addition or alternatively, the fluid in volume 1817 may be entirely or partially injected into working chamber 1002 via passage 1819 and bent in a convenient direction. In another embodiment, shown on the left side of FIG. 313 , a small amount of fluid that initiates fuel in chamber 1002 is delivered through recess 1813 and a large amount of fuel is passed through passage 1819 when component 1801 returns to the seat. Is guided. In other embodiments, the fuel delivery device rotates instead of reciprocating. As an example, two embodiments are shown in plan view, partly in FIG. 314 and partly viewed from the combustion chamber in FIG. 315 . The rotating fuel delivery device 1801 is provided at the tension crank joint or rod position of the piston / rod assembly 1814 that reciprocates and rotates every four reciprocations, and is hollow to connect the combustion chamber and the gas flow. The device 1801 is clamped at 1824 to hollow out the rod 1804 and is constrained by means (not shown) in or on the head 1004 and rotates with the rod but does not reciprocate. On the right side, the fuel passage 1804 in the device fills the volume 1813, and on the left side, the fuel passage 1805 in the head fills the volume 1813. There are four volumes 1813 that are spaced apart every 90 degrees. The head has four recesses 1821 spaced 90 degrees apart, each of which is an effective pre-combustion zone type. FIG. 315 shows a volume 1813 that is aligned and exposed to a recess 1825, shown schematically at 1826, for transporting fuel to the volume for combustion. In the present embodiment shown on the left, the device rotates 45 degrees, the volume is aligned with the fuel delivery passage 1815, and the volume is refilled with fuel. On the right side, the volume is refilled via the passage 1804 while rotating approximately 90 degrees into the next recess 1821. In other embodiments, the device 1801 delivers at least other fluids to the combustion chamber 1002 by way of passages 1822, small openings 1825, and sprays 1823, as schematically shown on the left side. Here, the fluid travels down the passageway 1822 by pressure waves using any fluid delivery method, including the methods disclosed herein. In other embodiments, the rod 1814 does not rotate and does not clamp at 1824. Instead, rotation of device 1801 is effected by any means including mechanical or electrical drive. If the fuel and / or the second fluid has lubricating properties, the second passages shown on both sides of 1827 are provided on the bearing surface.

In other embodiments, the fluid delivery device does not surround the tension crank joint or piston / rod assembly, but is a stand-alone device provided at any location on the cylinder head or other location within the working chamber. . As an example, it is shown in FIGS. 316 and 317, two embodiments of FIG. 313, as well as two embodiments equivalent standalone FIGS 314 and 315. Plan view from the inside of the working chamber of the embodiment of FIG. 317, except a central member 1814, and FIG. 315. Similar mechanisms are numbered the same. The second passage 1827 equips the bearing surface with fluid as a lubricant. In other embodiments, the stand-alone device is small and lightweight, and has a needle-like structure, particularly when reciprocating. In one embodiment, shown by way of example in FIG. 318 , the fluid delivery device 1831, such as a needle provided in 1004 and reciprocating in the direction of 1802, is shown in a fully expanded position due to combustion of the chamber 1002 occurring at 1818. Yes. When the device is in the contracted position and is located on the seat 1834, the aforementioned volume 1813 becomes an annular recess 1832 indicated by the dashed line 1833. In this position, recess 1832 is filled with fluid from one or more annular recesses in head 1835 that are supplied with fluid through passageway 1836. An optional second passageway 1827 supplies fluid to the bearing surface. In other embodiments, a fluid delivery device such as a needle, as shown schematically in FIG. 319, has an internal passage for supplying fluid. The same mechanism is denoted by the same reference numerals as in FIG 318. Fluid from the central passage 1837 fills the annular recess 1832 as shown by the dashed line 1833 when the device 1831 is located in the seat 1834. The device 1831 is configured along a line of poppet valves that are actuated by any means, including an electric solenoid or rocker arm, with a spring attached to the head for return to the seat. In a further embodiment, in a retracted position, a fluid delivery device is inserted from above the head that incorporates fasteners by means of cooking to ensure that the tip of the device substantially overlaps the head. Such a device inserted from above may be adapted to carry a plurality of individual fluids into the working chamber, such as the device of FIGS. 318 and 319 . As an example, a part of the device that is inserted from above is shown schematically in Figure 320. The same number is attached | subjected to the same mechanism as the above-mentioned drawing. The device 1831 reciprocates in the direction 1802 and shows a contracted position. The device 1831 has a passage 1804 for flowing low pressure fluid into the annular or other shaped recess 1833 and another passage 1822 for supplying the same or other fluid to the working chamber 1002. Injection is made at 1823 by delivery of fluid through passageway 1822 and opening 1825 by any means including pressure waves. When the device 1831 is expanded to the position indicated by the dotted line 1840, any fuel delivered to the volume 1833 is exposed to the working chamber and burns as indicated at 1818. The piston indicated by the dashed line in the TDC located at 1838 may optionally have a recess 1839 for adjusting the device during expansion, and in the case of an IC engine, the recess 1839 effectively provides a pre-combustion zone. It may be configured as follows.

In selected embodiments, fluid delivery actuation and / or valve actuation is directly affected by the reciprocating motion of the piston / rod assembly by any means. Such means include a rocker device, one end operating a fluid delivery device or valve, and the other end communicating with a protrusion or recess in the piston / rod assembly or other part. The portion arbitrarily passes through the head and is disposed in a volume on the head. The effective operation by some methods of mechanical linkage is almost infinite, here two examples are shown schematically. Vertical section view 321 and plan view 323 show a fluid delivery device 861 having a crescent-shaped head 862. On the other hand, the vertical sectional view 322 and the plan view 324 show that the poppet type valve 863 has a crescent-shaped head 864 from a viewpoint adjusted by a common center line. (Because, crescent, in the sense that the ring valve disclosed in Figures 70 73 is because approximately equal to the ring segments valve 863 are similar.) In each example, reciprocates in the direction of 1802 The hollow piston / rod assembly 1206 is substantially the same, the fluid delivery device and valve at the time of maximum injection from the head 1004 into the working chamber 1002 are shown, and its cylindrical face is shown at 865. . Both the fluid delivery device and the valve have a collar 866 and a coil spring 867 for returning to a contracted position in the head. Considering FIGS. 321 and 322 , the fluid delivery device is somewhat similar to the fluid delivery device of FIG. 316 , but with a plurality of recesses 1813 located in the vertical plane of the crescent-shaped head, flexible and optional coil It has a central passage 1831 that fills the fluid supplied to the top of the device via fluid line 868 and olive 869 and collar 870. The piston portion of the piston / rod assembly 1206 is shown at or near top dead center where fluid is delivered. A bifurcated or “Y” shaped rocker 884 rotates on a shaft 871 on two separate brackets 872 provided to the head by fasteners 883 and is raised and converged to hold the roller 874. It has an arm 873 and has two branches of “Y” shape gathered down on a ball-shaped surface 875 that pushes down an active spring collar 866 that has an opening for the device 861. Actuation is affected by a roller passing through the cam 876 in the form of a ring attached to the top of the piston position of the rod of the piston / rod assembly, optionally using a thread of sinusoidal cross section 877 positioned by the key 878. . The timing variation and the degree of expansion of the device 861 are adjusted by moving the screw of the cam up and down in the rod.
In Figure 322 and 324, the piston / rod assembly which performs only reciprocating or piston / rod assembly for performing a rotation reciprocation simultaneously (as in the configuration of FIG. 322 and 324, the roller 874 side relative to the cam 876 A configuration suitable for a lubricant and / or allowance for movement). The piston faces the bottom dead center so that the valve opens, and optionally supplies air from above the head volume 879 via the port 880. Different “Y” shaped rockers are provided on the head by fasteners 883 and are provided to rotate about a shaft 881 on two brackets 882 separated by a variably removable shim 884. The two arms of the rocker 885 are collected on a plate 886, have a recess to receive the top of the valve stem, and are connected by a shaft 887 on which a wheel 888 is rotatable. The wheel optionally meshes with a different cam 876 that uses a sled with a sinusoidal cross section 877 and is positioned by a key 878 and screwed into the top of the piston rod. In an embodiment, when the piston rotates further, the surface of the cam optionally has a portion of an approximately sinusoidal configuration, as outlined at 889. In the embodiment of FIGS. 321 to 324 , as an example, a piston and / or piston rod assembly may be used to directly open and / or open a valve for fluid delivery to the working chamber. Any mechanism that causes reciprocal motion and / or rotational motion may be used. The principles of fluid delivery disclosed herein may be embodied by any type of reciprocating or rotating device. The features relating to fluid delivery disclosed herein may be combined in any way with each other and with other features and devices to form embodiments not described herein. For example, the injectors of FIGS. 308 to 310 may be rotatably mounted on the head. The description and drawings of the fluid delivery device include those shown in FIGS. 293 to 324 , with each embodiment being more suitable for liquids, whether fuel or other objects. In application, the disclosed principles, whether fuel or other objects, may be used for gas delivery, gas-liquid mixture delivery, powdered solids. In other embodiments, any fluid delivery device described herein can be a curved body, for example, to fit a hole or opening in a curved engine component as shown in FIGS. 508 and 509 . Also good.

Thus far, it has been disclosed how to rotate and reciprocate a piston / rod assembly provided in a cylinder assembly that rotates in a housing or casing in a direction opposite to the rotation of the piston / rod assembly. In an embodiment, the combustion engine, fluid, fuel, etc. must be transferred to a rotating cylinder assembly at least from a fixed supply point on or in the housing or casing. This is done by any method, including the method disclosed below. In an embodiment for an engine with a nearly vertical axis of rotation, the rotating body is equipped with an annular opening for fluid, a fixed supply to the opening and a sensing device for determining the level of the opening Is optionally equipped. As an example, FIG. 538 is a diagram schematically showing the configuration of one side of the center line CL of the piston / rod assembly 2. It is shown that reciprocating in the direction of the direction 3 substantially coincident with the direction of gravity around the CR. Two working chambers 8 in the cylinder assembly 1 are shown rotatably mounted in a casing or housing 5 by means of bearings indicated schematically at 6. Both ends of the reciprocating motion are indicated by broken lines 4. The annular gallery 7 incorporates a level sensor, and a predetermined level of filling is maintained by the supply line 9. The injector 10 is gravity-induced via the internal passage 11, and fluid delivery is started by an electrical signal via the built-in circuit 12, the brush 14, the contact 13, and the electrical wiring 15. The combination of the supply line and the fluid level sensor 9 is configured to function properly when the angle of the fluid surface in the gallery 7 is changed by a strong centrifugal force as shown by the dashed line 16. Other embodiments are suitable for any configuration of the rotating body, and any shape, optionally ring-shaped, stationary fluid delivery component is positioned relative to the appropriate position of the rotating body. And the fluid delivery passage in the ring is aligned with the fluid receiving passage in the rotating body at a selected position and / or time during the rotation cycle. As an example, FIG. 539 schematically shows selected portions of the rotating body 1 comprising reciprocating parts, indicated by dashed lines 4, provided on the casing or housing 5 by any means including roller bearings 6. It is. A rotating surface 19 connects the ring 17 with the mixing flange 18 and is used in part to secure the casing or housing 5 as indicated at 20. The ring has an internal fluid gallery 21 that is filled with a fluid delivery line 22 that is aligned with one or more passages 24 leading to a fluid delivery device (not shown) at a selected time during rotation. Alternatively, a plurality of openings 23 are provided. Optionally, the fluid is at low pressure or no pressure except when the passages 23 and 24 are side by side, and when they are side by side, the pressure on the device including the fluid delivery device increases. Optionally, the passage 23, changes in the timing of any pressure wave in 22, result in changes in the timing of the fluid delivery of the fluid delivery device, as shown schematically in FIG. 540, the position of the ring 17, a solid line Indicated by the dashed line overlaid on the position of the surface 19 shown. Fluid leakage will occur and many applications will act as a lubricant at surface 19. Optionally, flange seals are provided at 25, and optionally these seals are recessed, optionally with a slight supply of other or identical fluids via a supply line 26 shown in broken lines. The pressure wave caused in the seal recess is temporally related to or coincident with the pressure wave caused through line 22.

In other embodiments, any engine having a counter-rotating cylinder and piston / rod assembly is driven or other mechanical having a main counter-rotating assembly, such as a turbine or electric generator and / or motor. Driven by various devices. In other embodiments, the piston / rod assembly is attached to one of the rotating assemblies of the other device, effectively by a variable length connector. Such a variable length connector is useful when the piston / rod assembly is tied to the rotating assembly of the device and the two components are moved independently of each other, with different tolerances, wear rates, and / or clearances. is there. As an example, FIGS. 541 and 542 are diagrams schematically showing a half and a quarter in “A” of such a configuration. The working chamber 8 is defined by a piston / rod assembly 2 that reciprocates in three directions and rotates clockwise, provided in a cylinder assembly that rotates counterclockwise on a bearing 6 provided in a housing or casing 5. Is done. The part 28 of the device is attached to the cylinder assembly by means of a clamp about 32, and the other part 27 is suspended from a tubular extension 29, optionally having an opening 30, at one end of the piston / rod assembly 2. Yes. Suspended by an elastic or telescopic connector 31 attached to an anchorage indicated by a circle, such as any mechanical spring or gas spring, including those disclosed herein. . For example, similar to the link and the attachment indicated by 124, 125, 126, 127 and 135 in FIG. 508 may be a rod having an elastic or variable attachments or both ends. The component 27 is fixed laterally by an arm 34 attached to the casing 5 by a fastener having an axis 20. The arm ends with a wheel 32 provided as a center located between two guides 33 provided on the rotating component 27. At both ends of the reciprocating motion, the connector is in position 31a. Accelerating or decelerating one of the components while the connector is in the position shown at 31b in FIG. 542 is not possible because the connector is variable length and because many components 2 and 27 are not fixedly connected. Easy. In other embodiments, if the component is not laterally constrained by arms 34, wheels 32, guides 33, etc., and is freely reciprocating and rotating, the connector may optionally be Part of the stroke magnifier, including those disclosed at, and allows the component 27 to move between the ends of the reciprocating motion, as indicated at 35. In the above example, the two main components of the device are shown in a substantially cylindrical configuration. In another embodiment, the electric generator and / or motor has two main components substantially in the form of two counter rotating discs, one a rotor and the other a moving “stator”. In other embodiments, one of the disks is a fixed stator and the other is a rotor. As an example, FIG. 543 shows a similar arrangement to FIG. 541, with similar components numbered the same. The difference is that the disk 36 is attached to the cylinder assembly 1 via spacers 34 by means of fasteners about 32 and the reciprocating and rotating assembly is made by means of fasteners about end plates 38 and 33. A flange cylinder 39 is attached to the piston / rod 2. The second disk 37 is rotatable in the opposite direction to the disk 36, and is fixed laterally with respect to the casing 5 by a bearing 35 protruding obliquely. As described above with reference to FIG. A connector 31 between the cylinder 39 and the disk 37 is provided. In other embodiments, the cylinder assembly 1 and the disk 36 are fixedly or directly fixed to the casing 5 without rotating. In yet another embodiment, the electrical circuit between the fixed point and the moving body is maintained by a metal wheel that is rotatably provided on a fixed axis of rotation, optionally between the axis and the wheel. A conductive lubricant and / or paste located in As an example, FIG. 544 is a diagram schematically showing a part of the cylinder assembly 1 that rotates on the axis CL, and the metal plate 38 is attached by a fastener having the axis 32. The metal roller bearing 44 is maintained in contact with the plate 38 and includes a fixed metal shaft 39, a metal roller 40, and a rotating metal outer shell 41, and has an electric circuit 45 connected to the shaft and the rotating plate. is doing. In operation, current flows through the outside of the metal shaft, roller, plate, or vice versa. Optionally, a seal is provided at 43, a roller is provided, and / or surrounded by an electrically conductive paste or fluid 43. In this case, since the fine piece at the outer end of the plate moves faster than the fine piece at the inner end, differential slip or friction occurs at the contact surface between the outer shell and the plate. In another embodiment, the arrangement is rotated 90 degrees relative to the axis CL, and the bearing is in contact with a cylindrical metal band including that disclosed in FIGS. 503 and 504 . In either or both of the disks and / or cylinders, or other shapes of the main components of the motor and / or motor described herein, the windings arrange the pieces in any order and / or orientation, They may be wound together by such a method.

In many engines that deliver fluids under high pressure, the method of generating high pressure waves in the fluid requires a heavy, huge, expensive, power consuming device in the engine or the engine itself. In other embodiments, the fluid is held in a reservoir or tank located anywhere, near the maximum pressure required at any point in the engine's operating cycle, at any time when fluid delivery is required. , Released in any amount, discretely and optionally at variable intervals. In the case of gas and optionally liquid, the tank of fluid is at least filled at a pressure below the most desirable pressure for proper fluid delivery to the engine, no matter how much fluid is drawn from the tank. Until the fluid in the tank reaches a predetermined lower limit, the pressure is maintained at a pressure close to that pressure. In the case of fluid, and optionally in the case of gas, the tank is filled at any pressure, including atmospheric pressure, the tank is sealed, and the fluid in the tank can be no matter how much fluid is drawn from the tank. The pressure in the tank is more or less constant until the fluid in the tank reaches a predetermined lower limit. In either case, the tank is optionally thermally insulated. As an example, FIG. 545 schematically illustrates a tank 51 in which a fluid line enters from 52 having a check valve 63 and exits from a fluid line 53 having check valve 63. The fluid is maintained under pressure at the volume 54 by a piston 57 having a long trunk through the tank and optionally a coil spring 56 seated in the recess 63. Optionally, a seal 58 is provided on the piston head that moves in the direction 59 and is located at both ends indicated by dashed lines 61 and 61a. Optionally, the piston moves to position 61a against the spring force by any mechanism, such as shown schematically at 60, including a geared or worm gear, solenoid, electric motor and / or hydraulic machine. . In other embodiments, the force of the piston that maintains the pressure at volume 54 may additionally or alternatively be a mechanical spring, a gas spring, or a fluid under pressure. In a further embodiment, a separate reservoir of the same fluid from line 52 is equipped at volume 55. In a further embodiment, the volume 55 is connected via a passage 64 to another reservoir or tank 65 shown in broken lines. If the fluid in volume 55 is air, optionally in volume 54 by means of a variably operable pump having an air port indicated at 67 and having a check valve indicated schematically by a dashed line at 66. The pressure is maintained so as to be partially balanced with the pressure. In other embodiments, the volume 55 may additionally or alternatively be provided with any passageway 68 to maintain the pressure of the fluid in the volume 55 at least approximately in balance with the pressure in the volume 54. It is connected to a reservoir or tank 69 having a piston 71 with a spring 70. In embodiments where the fluid in volume 54 is hydrogen for a combustion engine, the fluid in volume 55 is air. Seal 58 is not perfect, and any dilution of hydrogen in volume 54 does not have a significant impact on engine performance. In a further embodiment, the primary configuration described above that maintains the pressure of the fluid in the tank constant, regardless of how much fluid is in the tank, can be employed in any device or mechanism.

In the next section, it will be described how the engine according to the invention is used to operate vehicles, ships and aircraft, optionally via transmissions. In this specification, the transmission, in particular, FIGS. 325 to 425, 463, 464, 473 to 476 are referred to, the transmission of a fixed single ratio, variable ratio stepwise variable transmission, or, Fig. This is a continuously variable transmission including the continuously variable transmission (CVT's) disclosed in 426 to 461 .

  Here, a new embodiment of an aircraft is disclosed. In general, only new and characteristic features are described, and well-known and common components are omitted, in order to simplify the description and drawings, and to provide a clear understanding of the inventive step. In the case of the aircraft disclosed herein, the aircraft has all components as a hull, and includes an air propulsion device, such as one or more wings, propellers, rotors, or turbines, including a rotor. 1 or any means for adjusting the speed and / or output of the engine, including a control device such as a lever, etc., any engine that drives the propulsion device, including a transmitter and / or an internal combustion engine Means of changing flight direction or altitude, such as rudder and / or auxiliary wings and / or flaps, operated by multiple controls, optionally a second rotor, or a vertical tail such as a horizontal tail to maintain directional stability Equipment, such as the injection of the engine, and at least one pilot seat, with the above-described controls being adjusted, Space for one or more controllers or pilots of the aircraft, known as, at least red port lights, green star lights and white rear lights, and life jackets, emergency exits, emergency It has legally required safety or emergency devices, including escape chutes. In other important aircraft embodiments disclosed herein, at least the following variable parameters are defined and controlled and / or changed manually and / or by a computer program or a combination of both. Note that the computer program may be remote or simultaneous. Control and / or change the speed of one or more engines simultaneously or independently. Control and / or change the propulsion direction of any propulsion device simultaneously or independently. Control and / or change the position or angle of the ladder wind plate or flap simultaneously or independently. The degree of expansion of the wind plate or flap is controlled and / or changed simultaneously or independently. Control and / or change wind angle or flap entry angle simultaneously or independently. The degree of expansion of the position of the wind pressure plate relative to other parts is controlled and / or changed simultaneously or independently. Control and / or change the position or angle of the photovoltaic array relative to the aircraft simultaneously or independently. By appropriate means, a computer program is loaded into one or more computers equipped with or optionally receiving various electrical circuits in order to change the parameters directly or indirectly. Such means optionally include the use of solenoids, servo motors, and / or hydraulic fluids with a hydraulic motor or pump, etc. in one or more actuation mechanisms, and are determined by the controls and / or modifications described above. The computer can be installed anywhere in or on the aircraft. The computer optionally receives an electrical or electrical signal and the computer program is designed to process data from at least one or more sensors or measuring devices to determine one or more of the following: ing. Forward speed, wind direction, wind pressure, wind shear, aircraft angle from normal horizontal position, altitude from the ground, external pressure, ambient temperature, proximity to the nearest object, speed of the nearest object, aircraft , Weight of fluid in a device operating on an aircraft board, temperature of fluid in a device operating on an aircraft board, temperature of one or more locations of an engine, pressure of one or more locations of an engine The temperature and / or condition of the air in the enclosure for some components of the combustion engine exhaust, the operator and / or other enclosed spaces, the degree of fuel used, the fuel used and / or the remaining fuel amount.

  New engines are generally better suited for aircraft and especially those with propellers or rotors because they have much higher power density than conventional reciprocating engines and perhaps better than conventional turbines. In the case of a helicopter, if the uncooled engine is light, the helicopter can be installed, for example, directly below the roller without significantly affecting the overall aircraft balance. The two engines that provide the desired maximum performance are used to drive the rotor shaft with the blades attached directly or indirectly, with each engine running or not running individually. If one engine fails, the other engine can safely power the aircraft at a lower speed. In selected embodiments, the helicopter is powered by a hybrid electric / IC engine system using an engine according to the present invention and / or other IC engines. In a further embodiment of a hybrid power source helicopter, half of the motor is part of the rotor shaft and the other half is or is part of a fixed rotor post, the book provided in any position The motor is driven by a generator powered by one or more engines according to the invention. The motor is driven directly or via a controller and is optionally connected to any type of energy storage system including battery packs, accumulators, flywheels. The energy storage system is additionally and optionally replenished by an optical voltaic battery installed in the aircraft and used to drive a second rotor including a tail rotor. In a further embodiment, the safety emergency parachute is housed in a fixed central post equipped with a rotor shaft. The central post optionally incorporates or attaches a motor stator. In the event of an engine or rotor failure, the parachute opens automatically or manually, slowing down the aircraft and ensuring proper adjustment of landing on the wheel or skid. In other embodiments, the wheel or skid is attached to the aircraft by energy that absorbs devices that gradually decelerate landing aircraft and / or energy that provides devices incorporated into crew and passenger seats. ing.

As an example, schematic diagram 325 shows a cross-sectional view of a fixed hollow rotor mounting post 4601 on which a rotor shaft 4602 is rotatably mounted. A portion of the aircraft side is indicated by 4603, and the overhead rotor blades are indicated by the dashed line 4604. Two drive processes are shown. In the lower part of the figure, the engine 4605 has a drive shaft that terminates in a gear 4606 so that it is arbitrarily small in the gear 4606 and meshes with or does not mesh with an arbitrarily large gear 4607 on the rotor shaft 4602. It has become. In the upper portion of the figure, the engine 4605 drives the rotor shaft via a transmission 4644 having an output shaft that terminates in a gear 4606. In another embodiment, the transmission has a variable driver rotor. Such variable driver rotors allow the propulsion generated by the propulsion device or blades to be relative to the power generated by the IC engine to accommodate different forward speeds, different operating conditions, and different weather conditions. Useful to change to. When the rotation direction of the main rotor is clockwise as indicated by 4608, the drive shaft of each engine rotates counterclockwise. If either two engines or two engines that drive two transmissions are used, in the event of a failure, each system will engage individually and the power from one system to perform the specified landing Leave on the aircraft. Alternatively, a general mechanism between one or more engines and a rotor shaft may be employed. As an example of another embodiment, FIG. 326 is a longitudinal vertical cross-sectional view of a hybrid aircraft operating in the normal direction shown at 4700. One or more engines 4605 and a connected electric generator 4609 are provided under the front seat, and a battery pack 4611 and an electric controller 4612 are provided under the passenger seat, and are indicated by broken lines. A panel assembly 4613 is provided on the roof of the aircraft. The skid 4614 is attached by a column 4615, and is designed to absorb energy by dropping energy more than usual with respect to an impact at the time of landing. A navigation light including at least a port lamp 15, a green star lamp (not shown) and a white rear lamp 16 is provided. The cockpit area 35 in the fuselage 39 is equipped with at least a control 36 with a combination of altitude and direction, a variable power or propulsion control 37 and a pilot seat 38. The aircraft optionally has one or more computer programs and computers to receive information from the measuring device and to change and / or control operating variables, as described above, One is shown schematically at 34. Electricity indicated by broken lines from the generator 4416 and the power generation panel 4617 is supplied to the main rotor 4620 at 4618 and supplied to the tail rotor at 4619. The stator portion 4625 of the generator is indispensable and attached to a mounting post 4601 attached to the base 4623 and secured to the aircraft structure by anchors 4624. The motor rotor portion 4622 is attached to the inside of the blade rotor shaft and rotates with a rotor or other bearing 4626 on the base 4623. The packed parachute 4627 is received at 4628 on a fixed mounting shaft 4601 above the explosive device. The mounting post is housed with a shroud 4629 to protect the electric transmitter from the weather and to reduce the risk of tangling with the main rotor 4620 when the parachute opens as indicated by the dashed line 4630. Optionally, the parachute enclosure has a lid 4631 that, in selected embodiments, remains attached to the top of the parachute when the parachute is opened. In an emergency, the explosive device pushes the folded parachute in the direction of 4632 and triggers it to spread into the proper shape as shown by the dashed line at 4630. Techniques for removing a packed parachute from the housing are well known, for example, in automatic drag racing. Techniques for pushing large lumps are well known, for example, in releasing military aircraft pilots and seats and parachutes. The mounting post requires a substantial roof or base 4623 to counter the thrust load when the parachute opens. Parachute contained in a fixed mounted hand bedding posts 4601 may be the same as that equipped with the embodiment of FIG. 325.

In yet another embodiment, the engine of the present invention is used in any fixed wing aircraft to obtain partial propulsion in the air or as a power source for one or more auxiliary systems mounted on the aircraft. Also good. In general, noise is a significant limitation in aircraft operation. This is especially true when the airport is small. Many airports around the world limit the noise level during the day to 1 decibel and limit it to less for nighttime flights or prohibit nighttime flights. Since the engine of the present invention is usually in a housing that cuts off heat and sound and the engine itself does not emit substantially noise, an aircraft equipped with this engine is not equipped with a conventional engine. You can use the airport when it is not available. The new engine has an improved power-to-weight ratio, so the aircraft can be lighter, more economical, and use less runways. Alternatively, heavier loads can be carried. These engines can also improve the power-to-volume ratio, and it is possible to reduce the air resistance by reducing the volume of the engine mounted on the wing. Since these engines are not cooled, it is not necessary to flow air in the direction for cooling the engines, which causes a reduction in aerodynamic efficiency as in the case of using a conventional engine. Thus, by reducing the air resistance and improving the drag, it is possible to further improve fuel efficiency and economy. Perhaps most importantly, the new engine has dramatically improved efficiency, which requires less fuel for a given distance traveled, and makes the aircraft lighter and more economical Or carry heavy loads. FIG. 327 schematically illustrates a single engine lightweight aircraft 4641 with a propulsion device 4642 and, optionally, a propeller, with the direction of 4700 being the normal direction of motion. An alternative to the propeller may be an impeller, propeller, or fan that is enclosed in whole or in part. Night navigation lights including at least a red port light 15, a green star lamp (not shown), and a white rear light 16 are provided. In the cockpit area 35 inside the fuselage 39, at least an altitude and direction combined control device 36, a variable output or thrust control device 37, and a driver's seat 38 are provided. The aircraft also receives one or more computer programs and computers (one illustrated by the number 34) as described above that receive information from the measuring device and change and / or control the manipulated variables. You may have. Inside the fuselage 4641, a starter motor 4463 is connected to a transmission 4644 and the transmission 4644 is coupled to the engine of the present invention in a shielding housing 4645. These are all indicated by broken lines. In other embodiments, the transmission drive ratios are variable. Such a variable rate is useful for changing the relative thrust to the power generated by the IC engine that the propulsion device generates to adapt to different forward speeds, different operating conditions, and different weather conditions. . The starter motor may be placed in a suitable alternative position, including between the engine and any transmission, or a position opposite the engine relative to the propeller. In the configuration of FIG. 327 , all mechanical systems except the propeller can be contacted from within the aircraft. In yet other embodiments, the engine and / or optional transmission may be packaged as a “snap-in” module, as disclosed elsewhere herein. In yet another embodiment, the aircraft may be powered by a hybrid electric / IC engine drive system using the engine of the present invention or other IC engine. As an example, FIG. 328 illustrates a cross-sectional overview of a thrust / power assembly of a lightweight aircraft 1651 with two propellers, with 4700 as the normal direction of motion. Night navigation lights are provided, including at least a red port light, a green star light (both not shown), and a white rear light 16. In the cockpit area 35 inside the fuselage 4651, at least an altitude and direction combined control device 36, a variable output or thrust control device 37, and a driver's seat 38 are provided. The aircraft also receives one or more computer programs and computers (one illustrated by the number 34) as described above that receive information from the measuring device and change and / or control the manipulated variables. You may have. The propulsion power assembly includes a propulsion device 4642 fitted into a rotatable shaft 4654, which is secured to a portion of the aircraft structure within the motor cowling 4652 by a bearing 4653. ing. The propulsion device may be a propeller, or may instead be an impeller, propeller, or fan that is enclosed in whole or in part. The rotating part 4622 of the electric motor is attached to or forms part of the shaft 4654, and the stator part of the electric motor is fixed to the aircraft structure within the cowling. The aircraft has an energy storage system 4611, such as a flywheel or battery pack, that provides energy from two sets of generators 4609 driven by any design of the IC engine 4505 disclosed herein. It is connected to the receiving control unit 4612. Power supply to the wing motor is shown at 4618. Optionally, one or more photovoltaic (PV) array assemblies 4613 are mounted on the fuselage and the supply to the controller is indicated at 4617. Additionally or alternatively, a photovoltaic array assembly 4655 may be mounted on an aircraft wing. This configuration allows for in-flight contact of the aircraft to all parts of the aircraft drive system, except for the propeller, the motor on the wing, and the optional PV array mounted.

The above-described helicopter or aircraft engine is an engine of the present invention that can be shielded to any degree in terms of temperature, sound, and vibration, and may be mounted in an aircraft with a helicopter or wing. Alternatively, it may be mounted at an appropriate position outside the aircraft including on the wing. In selected embodiments, the hybrid engine of the present invention is adapted for use on an aircraft and is one or more by hot and high pressure exhaust from a reciprocating engine used to drive all or part of a turbine or jet. A first stage of a reciprocating IC engine that drives a propeller or fan that is entirely or partially covered. The principle to power the turbine of the hybrid IC engine with a reciprocating period, already described, shows a schematic representation, described with reference to FIG. 19 from FIG. 14. Application of the compound engine of the present invention to any aircraft including a helicopter can be done in any suitable manner. For example, FIG. 329 shows a schematic configuration of a combined reciprocating / turbine IC motor driving a general propeller 4661 disposed within a nacelle or housing 4730 and generating a thrust 4666. The propeller is driven in the normal direction of motion shown at 4700 by a reciprocating engine stage 4462 that takes in air 4664. The high temperature and high pressure engine exhaust drives the turbine stage 4663 in whole or in part and additionally supplies by-pass air 4665 to generate thrust 4667. The propeller may also be mechanically connected to the turbine stage directly or indirectly by a rotating shaft 4668. If the optimal rotational speed of the reciprocating stage output shaft is different from the optimal rotational speed of the turbine stage shaft, an optional transmission is placed between them, as indicated at 4644. In other embodiments, the drive rate of the transmission is variable. Such a variable rate can be used to change the relative thrust to the power generated by the turbine stage generated by the propulsion device to adapt to different forward speeds, different operating conditions, and different weather conditions. Also, any pollutant and / or CO2 removal system, including those disclosed herein, is positioned as indicated at 4722 in the flow of high temperature and high pressure exhaust gas between the reciprocating stage and the turbine stage. May be. As another example, FIG. 330 illustrates a schematic configuration of a compound engine that drives a counter-rotating impeller or propeller or fan 4671 that is fully or partially covered, with 4700 as the normal direction of motion. A shroud or cowling 4672 is attached to the compound engine by struts or fins 4673 so that the reciprocating engine stage 4661 takes in air 4664 and powers the counter-rotating propulsion device 4671 to generate thrust 4666. It has been. The high-temperature and high-pressure engine exhaust drives the turbine stage 4663 in whole or in part, and additionally supplies bypass air 4665 to generate thrust 4667. The propeller may also be mechanically connected to the turbine stage directly or indirectly by a rotating shaft 4668. Furthermore, a protective grille 4675 may be provided on the front surface of the enclosing member to prevent birds and other objects from jumping in. The blades of the grill may be arranged so that the air flow in the surrounding member is appropriately adjusted, or air is directed to one area rather than the other area. In addition, any pollutant and / or CO2 removal system, including those disclosed herein, is positioned as indicated at 4722 in the flow of high temperature and high pressure exhaust gas between the reciprocating stage and the turbine stage. May be. If necessary, a transmission may be incorporated in the drive line as indicated by 4722a.

In yet another embodiment of the combined reciprocating / turbine IC engine, the reciprocating engine stage does not directly drive the propulsion device but for the supply of high temperature and high pressure exhaust gas to the turbine stage to which it is mechanically connected. Used only for. As an example, schematic diagram 331 illustrates such a hybrid engine in nacelle or housing 4730 with 4700 as the normal direction of motion. The enclosure of the reciprocating engine stage 4462 extends towards # 4675 and supports a protective grille 4673 through which air 4664 to the engine 4661 passes. The grill functions as a shield that prevents inhalation of external objects including birds. The high temperature and pressure engine exhaust at least partially drives the turbine 4663 stage and produces thrust 4667. Further, as indicated by No. 4665, bypass air may be supplied for the turbine. The IC engine may be directly or indirectly connected to the turbine by a shaft 4668. If the optimum rotational speed of the reciprocating stage output shaft is different from the optimum rotational speed of the turbine stage shaft, an optional transmission is placed between them as illustrated at # 4644. In other embodiments, the drive rate of the transmission is variable. Also, any pollutant and / or CO2 removal system, including those disclosed in this document, is positioned as indicated at 4722 in the flow of high temperature and high pressure exhaust gas between the reciprocating stage and the turbine stage. May be. The engine of FIGS. 329 to 331 can be installed or mounted on an aircraft in any manner, including on or on the fuselage and / or the wing or horizontal tail. In fact, when mounting the engine on the outside, a housing 4730 which are illustrated in single lines in FIG. 331 from FIG. 329, as more realistically shown in FIG. 330, the nacelle of the double skins It is assumed that As an example of an engine mounted on board, FIG. 432 shows a combined reciprocating / turbine IC engine mounted on the rear, a horizontal tail 4732 and a high-mounted rear wing 4733, and a rear on the rear of the fuselage 39. An aircraft 4734 with a white navigation light 16 is illustrated with 4700 as the normal direction of motion. The engine is shown in FIG. 330 , which includes a propeller or fan 4671, a reciprocating stage 4661, and a turbine stage, the outlines of which are shown in broken lines. Engine and fan housing 4730 is internal to the fuselage and is supplied with air by optional ram effect 4732 to fuselage 4734 and housing 4730 via air intake 4731 mounted outside the machine. . Actually, the housing preferably has a shape in which a peripheral outer plate swells, and may have a tubular shape that expands in accordance with the rear of the turbine stage. Also, particularly if it is a two-stroke engine, the air may be partially accelerated and / or compressed by a fan for the reciprocating engine stage, which is connected to the turbine. Also contributes somewhat to the supply of additional or bypassed air, resulting in thrust 4667. By arranging the engine in the fuselage, it is considered that the aircraft noise perceived by observers outside the aircraft can be substantially reduced. In the embodiment of FIGS. 331 and 332 , and any suitable embodiment described elsewhere in this document, an alternative configuration of the reciprocating engine of the present invention provides a high temperature and high pressure gas supply to the turbine stage for gas generation. You may do it only with a vessel. According to such a configuration, the reciprocating stage effectively replaces the compressor and combustor in the conventional turbine engine.

In yet another embodiment suitable for aircraft (including helicopters) where the power source is hybrid, a combined reciprocating / turbine is used as the power source for the generator, and the combined engine turbine stage is used to drive the aircraft and / or Used to generate thrust assist in maneuvering. In other embodiments, the different components of the composite may be relatively widely distributed to distribute weight, reduce resonance and / or vibration, or for any other reason. The different components of the hybrid system can be placed in any suitable orientation and in any suitable orientation. For example, FIG. 333 shows a front view of the rear of an aircraft that is a fixed wing or helicopter. In this figure, 4701 is the rear of the fuselage, 16 is a white rear navigation light mounted on the rear of the fuselage 39, and 4702 is the base of the tail assembly (in the case of a helicopter, it may contain a rotor). The normal direction of motion is indicated by 4700. The members inside the fuselage are shown in broken lines, which include one or more generators 4703, a power supply 4704 for a controller or motor (not shown), a drive shaft 4705, and a universal joint, A reciprocating engine stage 4707 and a turbine stage 4708 are included. The two stages are separated by a tube 4709 coated with a heat insulating material 4710, which delivers high temperature and pressure exhaust gas from the reciprocating engine stage to the turbine stage, thereby producing thrust 4667. An air intake cowling for the reciprocating engine is provided at the position indicated by 4711 on the fuselage surface, and may also be provided at a position indicated by 4712 for the bypass air of the turbine stage. Also, any CO2 removal system, including those disclosed herein, may be positioned as indicated at 4722 during the flow of high temperature and pressure exhaust gas between the reciprocating stage and the turbine stage. In yet another embodiment, the direction of turbine thrust is variable by control, which is suitable for helicopters, but is not limited to helicopters. For example, FIG. 334 shows a plan view of the helicopter. Instead of the rear rotor, a turbine stage whose direction of thrust is variable may be provided. Night navigation lights including at least red port lights 15, green star lights 15a, and white rear lights 16 are provided. In the cockpit area 35 inside the fuselage 4714, at least an altitude and direction combined control device 36, a variable output or thrust control device 37, and a driver's seat 38 are provided. The aircraft also receives one or more computer programs and computers (one illustrated by the number 34) as described above that receive information from the measuring device and change and / or control the manipulated variables. You may have. The operation of the main rotor, whose outline is indicated by a broken line 4713, rotates the body 4714 in the clockwise direction 4715. The turbine exhaust gas passes through an adjustable deflector tube 4716 and generates thrust in the direction of 4667. This thrust force is sufficient to cancel the load caused by the rotation of the main rotor and rotates the body counterclockwise, and this force can correctly advance in the direction indicated by 4700. When the direction needs to change, the thrust deflector tube 4716 is tilted to a new position as shown by the dashed line 4717. Further, the axis of the thrust tube is variable not only on a horizontal plane but also on a vertical plane (not shown). In alternative embodiments (not shown), the thrust may be lost by means such as an airfoil with adjustable pitch, fins, flaps, or directional hooks. The volume and cost of the rear rotor and its drive are reduced, and the alternative turbine has the important advantage of serving two roles: providing additional thrust and balancing the aircraft. This significantly improves fuel efficiency. The reciprocating / turbine combined motor may be configured such that 15% to 40% of the total power is directed to thrust and the rest is used as power for the generator. The generator may drive an electric motor located elsewhere or may drive any wheel, propeller, or other drive system, either directly or through a transmission.

In other embodiments, the combined reciprocating / turbine IC mover may be arranged at a large distance. A reciprocating stage allows high-temperature and high-pressure exhaust gas to pass through piping (which may be insulated) to turbine stages mounted elsewhere, including wings, projecting nacelles, or the rear of an aircraft. The propulsion device may be driven from the front of the aircraft by feeding. As an example, FIG. 335 is an illustration similar to the front inlet side of the lightweight aircraft 5721 fixed wing and Figure 327. Night navigation lights including at least a port lamp 15, a green star lamp (not shown), and a white rear lamp 16 are provided. In the cockpit area 35 inside the fuselage 4725, at least an altitude and direction composite control device 36, a variable output or thrust control device 37, and a driver's seat 38 are provided. The aircraft also receives one or more computer programs and computers (one illustrated by the number 34) as described above that receive information from the measuring device and change and / or control the manipulated variables. You may have. Members within aircraft fuselage 4721 are shown in broken lines. The reciprocating stage 4545 of the composite motor drives a propulsion device (here, propeller 4642) by a starter motor 4463 disposed between the propeller and the transmission via the transmission 4644, and generates a thrust 4666. In other embodiments, the drive rate of the transmission is variable. The high-temperature and high-pressure exhaust gas from the reciprocating motor is transmitted as all or part of the power source of the turbine stage 4708 via the pipe 4709 (which may be insulated), thereby generating a thrust 4667. An air intake port for the reciprocating stage is provided at a position 4711, and a second intake port (optional) for the bypass air of the turbine is provided at a position 4712. Also, any exhaust removal or CO2 removal system, including those disclosed herein, may be positioned as indicated at 4722 during the flow of high temperature and high pressure exhaust gas toward the turbine stage. In yet another embodiment, an electric motor that drives the propulsion device is mounted in a nacelle or housing, and a turbine stage is mounted behind the engine in the same nacelle or housing. This turbine stage is part of a combined reciprocating / turbine IC mover, with a reciprocating stage mounted elsewhere (which may be inside the fuselage of the aircraft). High-temperature and high-pressure exhaust may be guided from the reciprocating stage to the turbine stage through a heat insulating pipe through a hollow support member or a fin that supports the nacelle. As an example, FIG. 336 shows a nacelle 4672 connected by a hollow support member or fin 4553 to a helicopter, or fixed wing, or lighter-than-air aircraft fuselage 4701. An electric motor 4699 that drives the propulsion device 4671 to generate thrust 4666 is mounted in the nacelle, and an air intake port 4720 (optional) for cooling the electric motor is provided at a position 4720. Behind that, a turbine stage 4663 of a reciprocating / turbine IC combined motor is provided. There is a reciprocating stage in another part in the aircraft, and high-temperature and high-pressure exhaust gas from the stage passes through a support member 4553 and is sent out through a pipe 4562 (which may be insulated). Also, any exhaust removal or CO2 removal system, including those disclosed in this document, is shown at number 4722 at an appropriate position in the flow of high temperature and high pressure exhaust gas between the reciprocating stage and the turbine stage. You may arrange as follows. The exhaust enters the turbine stage 4663 at a position 4697 and becomes a whole or a part of the power source to generate a thrust 4667. A reciprocating stage elsewhere in the aircraft is also a power source for generators elsewhere in the aircraft. The generator supplies power to a motor 4699 elsewhere in the aircraft, either directly or through a controller and / or energy storage device. Moreover, the air intake port 4665 which supplies bypass air to arbitrary turbines may be provided. The motor and turbine cental rotating shaft system 4557 may be co-axial or mechanically connected directly or via a transmission 4664. In other embodiments, the transmission may have a variable drive rate. The support member 4553 may house a power circuit 4557 and an electric motor, turbine, and sensor control means 4558 in addition to the exhaust gas piping 4562. The power unit of FIG. 336 may be mounted on or in an aircraft in any suitable manner and may drive an exposed or enclosed propeller or fan. For example, in a configuration similar to FIG. 330 , the enclosed fan in the nacelle may be driven, in which case the electric motor is replaced by a reciprocating stage 4462 and the hot and high pressure exhaust gas passes through the nacelle and the turbine stage 4663. Is sent out. Moreover, the nacelle, as shown in FIG. 336 may be mounted on hollow support member or fins.

In another embodiment, two power units are mounted on a hybrid electric drive aircraft, as shown in FIG. 337 with a plan view of a twin engine lightweight aircraft 4725 with 4700 as the normal direction of motion. Night navigation lights including at least a port lamp 15, a green star lamp (not shown), and a white rear lamp 16 are provided. In the cockpit area 35 inside the fuselage 4725, at least an altitude and direction composite control device 36, a variable output or thrust control device 37, and a driver's seat 38 are provided. The aircraft also receives one or more computer programs and computers (one illustrated by the number 34) as described above that receive information from the measuring device and change and / or control the manipulated variables. You may have. The top surface of the main wing is entirely covered with a photovoltaic array, as shown broadly hatched, except for the leading edge 4736 and the flap. The power unit is mounted in a nacelle 4730, which here functions as a tail and is attached to the aircraft by a hollow support member or airfoil 4553 having a flap 4737. Further, a horizontal tail 4738 having a direction rod 4739 is provided. Each nacelle includes the basic power unit of FIG. 436 except that the motor 4699 drives the enclosed fan blade 4671 and is supported by an internal hollow support member 4729. This creates a partially circular space 4728 for air to the turbine stage 4663 of the combined reciprocating / turbine IC engine, with the fan and turbine stage producing 4667 thrust at a variable rate. Also, the air may be partially accelerated and / or compressed by fan blades 4761 for the turbine stage. Within the aircraft fuselage, each multi-engine reciprocating stage 4462 drives a generator 4609 that feeds the energy storage device 4661 and the energy storage device is connected to the nacelle via a controller 4612 (optional). Power is supplied to the internal motor 4699. High temperature and pressure exhaust from the two reciprocating stages is discharged to a common exhaust gas treatment system 4722. The exhaust gas treatment system may remove any substance including CO 2 from the gas, and the inside of the pipe branched from the common pipe (which may be insulated) 4740 toward the turbine stage in the nacelle 4663. To form a flow. The branching portion can be adjusted to turn in the direction of 4743 with the rear 4742 as an axis, thereby providing a flap or gate 4741 for allocating the flow of hot gas as needed in each power unit. Also good. For example, when flying at an incline or rotating, one turbine stage generates a greater output than the other, which requires more hot gas commensurate with it. In yet another embodiment, the combined reciprocating / turbine IC engine includes a single reciprocating stage that supplies high temperature and pressure gas to a plurality of turbine stages. FIG. 337 shows two reciprocating stages and two generators in which gas from one reciprocating stage serves as a power source for the two turbine stages. This is for safety, but a larger engine and a larger generator may be used instead. Each nacelle having a power unit is shown as being mounted on the fuselage by a hollow support member. Instead, the support member and nacelle may be mounted on the main wing, and a tail may be provided separately. Alternatively, the power unit and the housing associated therewith may be mounted along the lines of the arrangement of FIG. 332 as part of the main wing and / or as part of the fuselage. All and optional features of using a hybrid engine, as described with respect to an aircraft electric hybrid drive system, are similar, if appropriate, to a vessel with a turbine stage that discharges water forward or backward. It can also be applied. In yet another embodiment, FIG. 1, 13, 16, and shown in 20, at least a portion of the electrical control of all or a portion of the fuel supply system, and / or engine operating variables, from FIG. 329 337 Applies to any engine.

In an alternative embodiment, a photovoltaic array or panel is mounted on a frame or panel on the exterior surface of the aircraft, including the wings, tail and fuselage, and the frame or panel is a type of ball or swivel. And the other part of the joint may be connected to a stretchable and retractable strut. During aircraft operation, the functional surface of the photovoltaic (PV) array is substantially coplanar with and substantially parallel to adjacent surfaces in the aircraft. When the aircraft is stationary, the struts may be extended manually, automatically, or a combination thereof to direct the panel to the optimal position for sunlight or other light. When passengers are on the airliner and stay on the runway or moving, a large amount of energy is required to maintain air conditioning, lighting, wireless communications, and other services. When the sun is overhead, the PV array will provide optimal power depending on the weather, but when the sun is at a low angle, the performance of the PV is significantly impaired. By increasing the position of the PV array and making the angle toward the sun, the amount of power generation increases considerably. Mounting a PV array eliminates the need for extra power units that are heavy and fuel consuming. Although it is known that significant energy is produced at bright moonlight nights, generally PV arrays function at night or not at all. However, since cooling is not necessary and most passengers are asleep, aircraft system usage is reduced, resulting in significantly lower aircraft power requirements at night. In addition, adjustable PV arrays are used for aircraft that have been retained or stored for extended periods of time. The power supplied thereby will be sufficient to prevent mold and corrosion from occurring by regulating or drying the air to maintain proper internal temperature and lower humidity. In addition, the supplied power can be monitored wirelessly and reported to the outside at regular time intervals, wirelessly or otherwise, trying to push into and / or steal into the aircraft. You may use for the alarm system which alert | reports. By using a small energy storage system with a PV array, it is possible to maintain radio or other communications regardless of time. For example, FIG. 514 shows a PV array 71 mounted on a frame or other support structure 72. A frame or other support structure 72 is attached to the upper portion of the ball joint 73 and its lower portion 74 is attached to a strut 75 that is extensible and retractable in the direction of 76 within the housing 77. The array is shown in a contracted position, and its functional surface is substantially flush and parallel to the outer surface 78 of the adjacent aircraft. When the array struts are extended, the PV array can be in any position by any means and can be adapted to any optimal direction towards the sun. As an example, one position is indicated by a broken line 79 and the other position is indicated by a one-dot chain line 80. The PV array may be any suitable size, for example, in this embodiment, located between the ribs 81 of the aircraft. The struts are stretched / contracted and the array is pivoted or otherwise adjusted manually, mechanically, or a combination thereof. In the manual case, it is preferred that the friction of the ball joint engagement is high (the assembly is more or less balanced) to prevent it from moving in the presence of unequal wind loads. When the operation is mechanical, it is controlled by an operator (which may be a remote operation), automatically controlled, or a combination thereof. In important embodiments, the operation is performed by one or more computer programs that are at least partly automatic and at least part of the control is loaded onto one or more computers. The computer program tells the computer the degree of strut contraction / extension, pitch (angle relative to the horizontal), compass heading, holding power of the array to resist unequal wind loads or aircraft movement at a determined position. An electrical signal is generated (and may be received) that determines, controls, or changes at least one of the parameters of any degree by any suitable means. Such determination, control, and / or modification may be utilized for solenoids, servo motors, and / or hydraulic motors or pumps and hydraulic fluids as one or more actuation mechanisms. Every computer program is loaded into one or more computers that provide altered electrical circuits that change parameters directly or indirectly by any suitable means. The computer is mounted on any suitable location on or in the aircraft. The computer may receive an electrical or electronic signal from at least one sensor or measuring device that determines at least one of a sun altitude / angle on the horizon, sunlight orientation, average wind speed, and maximum wind speed, The computer program may process data from the sensor or the measuring device. In an alternative embodiment, an adjustable PV array mounted on struts that can be stretched / shrinked with swivel joints or other means is used on the upper surface of the vessel. For example, such arrays, one of the fixed array 3842 in FIG. 345 may be one substituted fixed array 71 from FIG. 385 395 and Figure 415. In yet other embodiments, adjustable PV arrays mounted on struts or other means that can be stretched / retracted are used on the top surface of any vehicle. For example, the fixed array 71 in FIGS. 463 and 464 and the fixed array 274 in FIGS. 473 and 474 may be replaced with such an array.

In selected embodiments, the winged aircraft can be selectively stretched / retracted at the wing or airfoil end in the main wing, the second wing, or any optional vertical tail or airfoil. By extending such wings, greater lift is obtained at low speeds, and drag is also increased. The drag is proportionally smaller at low speed than at high speed. An aircraft with extended variable wingtips can take off at a low speed from a shorter runway. Thereby, the moving speed just before takeoff becomes slow, and it becomes easier and safer to cancel takeoff. When an emergency occurs while moving at normal speed, extend the contracted wing tip to improve glide capability, reduce stalling speed, and reduce speed to make any emergency landing more It is also possible to facilitate control. Currently, aircraft that traverse the vast ocean are required to have four engines due to safety regulations. A two-engine aircraft with added safety due to variable wing tips is considered to meet all safety standards required by the international community when crossing the ocean. With regard to marine hydrofoils, any suitable means can be applied, including any embodiment, configuration, and features disclosed in this document for functioning a variable wing tip. Since both are related to the flow of fluid, and water and air are both fluids, the basic principles involved in hydrofoil technology and airfoil technology are the same. In selected embodiments, the surface of the stretch wing is a blanket or other material that folds in a bellows manner upon contraction. As an example, FIGS. 338 to 340 show a bellows type expansion wing, FIG. 338 is a plan view, FIG. 339 is a longitudinal sectional view at a position indicated by “A”, and FIG. 340 is a cross sectional view at a position “B”. It is a figure and the moving direction at the time of advance is 4680. FIG. The extension wings terminate in fins or vertical airfoils 4681 and are extended / contracted by a tube 4684 attached to a cylinder 4684 which is attached to the main wing portion. This may be driven hydraulically. A fin 4681 is attached to one end of the stretcher wing or outer plate 4685, and the other end is attached to the vertical surface of the recess 4687 in the fixed portion of the main wing. Vertical sheets, ribs, or moldings 4688 in a blanket or skin, shown in broken lines in FIG. 338 and in practice in FIG. 339 , are mounted at regular intervals in the skin, this sheet, ribs, Alternatively, the molding has a hole for moving the tube 4683. The above sheets or moldings are separated by a series of energy absorbing devices (which may be coil springs 4690a with varying radii) arranged on a shaft 4690 so that they can be folded flat. Also good. The spring is distorted to produce a force that causes the extension wing to expand or contract. In FIG. 338 , 4690 showing a fold line in the quilt is shown to explain the principle of the bellows type structure, but the fold line may have any shape, any number, any position. . Similarly, the gap space 4691 between the tube and the skin is only described symbolically and the actual dimensions depend on the manner of folding of the blanket or skin 4665. To contract the extension wing, the entire extension wing, including the ribs or moldings, is contained in the recess as shown by dashed line 4688a in FIG. 338 and is in firm contact with the fixed part as shown by dashed line 4692. Until then, pulling the fins 4681 toward the fixed portion 4682 of the main wing allows the cloth to be folded between the sheets, ribs, or moldings 4688 to accommodate the tube in the cylinder. In a preferred embodiment, when part or all of the system is stopped, the wings are automatically extended to achieve low landing requirements, suitable for gliding, and low landing requirements. An optional coil spring or other energy absorbing device provides the force that keeps the extension wing extended. Any suitable type and any suitable material and configuration of ribs or moldings 4688 can be used, including the sheet, wire and / or tube frame of metal or other material described above. The material of the outer plate may be any material suitable for repeated folding.

All of the features disclosed in FIGS. 325 to 340 can be applied to lighter-than-air aircraft, such as small blimps and dirigibles. For example, the hybrid power system of FIGS. 325 and 327 can be applied to any aircraft that is lighter than air, and the engines of FIGS. 329 to 331 may be mounted in nacelles that are attached to small soft airships and airship aircraft. it can. Any feature point can be combined with any other feature point in any way. In the drawing, the fixed-wing aircraft is illustrated as a lightweight aircraft, but the size is arbitrary. The embodiment of FIGS. 325 to 337 is an example, and any suitable method of powering an aircraft of the present invention, as well as any suitable method of deploying a parachute stored on the same axis as the helicopter rotor. Various methods are applicable. The helicopter and fixed wing aircraft of the present invention can use any combustion engine, and exhaust from there includes removal of CO2, and any pollutants and / or harmful substances (including CO2) in this document. You may process by arbitrary methods. Any feature point disclosed in this document that applies to an aircraft can be applied to a ship if appropriate. For example, the engine of FIGS. 329 through 431 and FIG. 336 may be used on top of structures on any type of hull or main deck in vessels including high speed hydrofoil or other vessels and / or vessels of the invention. It can be mounted inside so as to be on the water. Extensible / retractable airfoil from FIG 338 340, embodied as a hydrofoil in the same manner, may be attached to the ship so that the water, so as to function as a hydrofoil, so that the underwater It may be attached. Stretchable and retractable hydrofoils are substantially disclosed in FIGS. 359, 362, 365, and 367-371, which can be adapted to be embodied as aircraft airfoils or wings. The drawings are schematic. None of the feature points are shown on a specific scale in relation to the aircraft or in relation to other components.

  Here, a novel embodiment of a ship is disclosed. In order to simplify the description and illustration, and to provide a clearer understanding of the inventive step of the invention, generally only novel and distinguishing features are described, and descriptions of known common parts are omitted. In the case of the ships disclosed herein, all ships are operated by manual or mechanical control, such as hulls, wheels or tillers, if they are not pure sailing vessels, means for changing the direction of travel, such as rudder The speed of all engines that drive one or more underwater propulsion devices, such as propellers, driven by control of levers, etc., driven by at least one of all types of combustion engines or motors At least one means for reversing the direction of the propulsive force of the propulsion device, i.e. the direction of the ship, at least red port lights, green star lights and white stern lights as required by any law such as COLREGS Any and all nighttime navigation lights, including, optionally, keel in the underwater part of the hull to maintain good course stability It may have components such as some of the long axis of the recess or protrusion. Ships disclosed herein that are longer than 5-10 meters have at least some superstructure, including space for driving or maneuvering the ship, often referred to as the wheelhouse, in which The above-described at least one control unit is installed as necessary. The superstructure may optionally include accommodation for sailors and / or passengers and / or for some other purpose, including cargo and / or machinery. The vessel disclosed herein may be equipped with a pump for moving excess or unnecessary liquid out of the hull as needed. The ship must be equipped with a number of safety life jackets, life preservers, life rafts or life boats as required by law. In an important embodiment of the ship disclosed herein, at least some of the following various parameters may be manually and / or computer programmed or a combination of the two (a combination separated by time or a combination performed simultaneously): Determined, controlled, and / or changed: simultaneously or separately, the speed of one or more engines; simultaneously or separately, the direction of propulsive force of any propulsion device; simultaneously or separately, Rudder or any hydrofoil down wing position or angle; simultaneously or separately, degree of extension of all or part of hydrofoil or down wing; simultaneously or separately, angle of attack of hydrofoil or down wing; simultaneously or separately The degree of extension of the hydrofoil part relative to other parts; either simultaneously or separately, any photovoltaic on the hull Position or the angle of the rays. All computer programs supply various electrical circuits for changing parameters directly or indirectly and receive as needed, mounted on one or more computers by any suitable means . These means are included, but are not limited, as required, and the determinations, controls and / or modifications described above are made by any suitable means. This means includes the use of solenoids, servo motors and / or pressure liquids in hydraulic motors or pumps in one or more actuation mechanisms. The computer is mounted either conveniently on or in the hull. The computer receives electrical or electronic signals, as appropriate, from one or more sensors or measuring devices that measure at least one or more of the following, and the computer program stores at least one or more of the following: Designed to process data from one or more sensors or measuring devices that measure multiple: forward speed; wind direction; wind force; any wind shear; hull angle from normal vertical position; Water depth below the underside; external pressure; outside air temperature; proximity to the nearest object; water depth beneath the hull; speed of movement of the nearest object; pressure of liquid in any actuator on the ship; any action on the ship Temperature of the fluid in the device; temperature of one or more parts in any engine; pressure of one or more parts in any engine; The composition of the exhaust gas part of the combustion engine; the temperature and / or condition of the air in any enclosure and / or any other enclosed space for the operator; the percentage of fuel used; the fuel used and / or remaining The amount of fuel you have.

The engine in the present invention has the potential to be useful for marine applications, which can provide significant fuel savings. Initial calculations show that this new engine has a power-to-weight and power-to-volume ratio that is many times higher than today's commercial products, and the amount of fuel required by the current engine per unit of work. It has been shown to require an amount of fuel that matches half. The combination of reducing the engine weight for a given stroke and reducing the required fuel weight for a given stroke is particularly advantageous for ships. The reduction in engine and fuel weight and volume allows for a reduction in hull size and shape, resulting in further weight, volume and cost savings. The engine in the present invention is compatible with all types of ships used for trading or entertainment, whether partially powered by sail. Because the engine can be small and compact, it can be mounted next to a propulsion device such as a propeller, screw or nozzle. In selected embodiments, the engine is mounted on one side of a rudder column in the hull and drives a propulsion device on the other side of the column underwater with the rudder. This engine turns inside the hull along with the rudder and water depth device turning outside the hull. As an example, an elevation view of FIG. 341 and a plan view of FIG. 342 schematically show the rear part of the ship. In these drawings, reference numeral 3801 denotes a rudder column attached to the stern portion of the hull 3802. This column supports both the external rudder 3803 and the internal launch platform 3804. The external rudder 3803 and the internal launch board 3804 are swung together with the pillars in the bearing 3805. The engine 3806 in the present invention, or any other engine, is mounted in a launch pad together with an optional transmission 3807 and has an amount commensurate with the mass of the rudder and the water depth device 3808. Then, the transmission and the device 3808 are connected by the shaft 3809. In other embodiments, the transmission can vary the drive ratio, including those described herein. In a further embodiment, there is no transmission. Changing these ratios to change the relative propulsion generated by the propulsion device relative to the power generated by the IC engine to accommodate different forward speeds, different operating conditions and different weather conditions. Useful. A movable air supply passage 3810 and a movable exhaust passage 3811 together with a movable fuel line 3812 and a movable electrical / electronic lead 3813, a launch board having an engine and an optional transmission in the hull. Connect to the equipment. The rudder, launch pad and engine are shown in broken lines when tilted to turn the ship. Appropriate glands and seals may be attached around the joint between the rudder column and the hull and around the joint between the shaft and the hull to prevent water from entering the hull. In other embodiments, the engine may be mounted in the launch pad of the rudder outside the hull, as schematically illustrated in FIGS. 343 and 344 as well. In FIG. 343 and FIG. 344 , similar features are similarly numbered and illustrated. Here, an optional counterweight 3814, along with suitable bearings and seals around the rudder column, may be connected to the rudder column rotating inside the hull. In this elevation view, the members within the hull are shown in broken lines. In other embodiments, the counterweight is a fuel or a water tank. Neither feature is intended to be a special scale to each other. In a further embodiment, the configuration and layout of FIG. 341 through FIG 344, the engine 3806 and any transmission 3807 is replaced with an electric motor.

In selected embodiments, the engine in the present invention is part of a marine hybrid electric propulsion system. In this hybrid electric propulsion system, the electric motor supplies power to the propulsion device, and the engine supplies power to the engine. The electric power may be supplied directly from the motor to the electric motor, or may be supplied from the motor to the electric motor via a power storage system and / or some type of control device. The power storage system is, for example, a battery pack or a flywheel. In another embodiment, a marine hybrid electric propulsion system includes one or more photovoltaic arrays that provide energy to an energy storage system. The energy storage system is a flywheel and / or one or more batteries. Absolutely any type of ship can be driven by a hybrid electric depth system. As an example, FIG. 345 shows the hull portion of a yacht 3820 having a hybrid drive system. In this hybrid drive system, the electric motor 3821 drives the propulsion device 3808, that is, the shaft 3809 that drives the propeller. Inside the hull is an engine 3806 that drives an electrical generator 3821a that drives a motor 3821 directly or indirectly. The optional energy storage battery 3822 is here provided as a battery pack and is charged and discharged via the controller 3823. Optionally, one or more photovoltaic arrays 3824 are here on the roof of the cabin and on the deck section to charge the energy storage battery via the controller, and any wind generator 3825 is here at the stern. Any type of energy storage battery may be used. The energy storage battery includes a flywheel that is driven by the variable speed of the motor / generator. The path of power from the photovoltaic array and wind device to the controller is shown schematically at 3826 and the supply of electricity to the propulsion power is shown at 3827. The water surface is designated 3828 and the outer surface of the main deck is designated 3829. This yacht has a life preserver 29, a white tail lamp 16, a green star lamp 15a, and an upper structure 30 which is a wheelhouse portion. The superstructure 30 includes a wheel type steering control 28 and a lever type 32 in which propulsion speed control and reverse control are integrated. A ship has a computer as needed. The computer is schematically shown at 34. In other embodiments, the ship does not have a combustion engine, but instead has an electric drive system. In this electric drive system, the propulsion device is driven by an electric motor through a rotatable shaft as required. Electric power is supplied to the electric motor from an energy storage system such as a battery. The energy storage system is charged, at least in part, with a wind power generator or photovoltaic array, as needed. This energy system is charged as required by a photovoltaic array and / or a wind-driven generator attached to the ship. Additionally and optionally, it can be driven by one or more sails. As an example, a ship can be schematically illustrated by modifying FIG. 345 to remove the engine 3806 and the generator and leave all other features unchanged. Both hybrid drive systems and electric drive systems with or without one or more photovoltaic arrays and / or wind power generators are of any type and size, such as very large cargo ships, military ships, etc. It can also be scaled and applied to a ship, whether or not the ship also has sail columns and sails. For example, a large oil tanker typically has a somewhat horizontal wide deck surface, ideally many of which are suitable for adaptation to a photovoltaic array.

In a further embodiment, an IC engine containing the engine according to the invention is attached to the hydrofoil. The hydrofoil has a hydrofoil column that is either fixed or expandable / retractable. The engine in the present invention is particularly suitable for hydrofoil ships because it is less bulky and heavier than conventional engines. All engines of propulsion devices, such as propellers, may be installed at the bottom of the hydrofoil column or in the keel, which is sufficiently continuously submerged in water, as well as fuel and air supplies, exhaust outlets and electrical / The electronic control units are all mounted in the hollow of the column or in the column. For example, a propulsion device such as a propeller may be stored at the bottom of the hydrofoil column below the normal water surface. This layout makes it easier to design extendable / retractable hydrofoils. A limiting factor in previous hydrofoil designs was the need to provide long drive shafts under the pillars and connect them to universal joints and short drive shafts in the vessel below the water surface to reach the propeller. It was. In addition, in order to supply electric power to the electric motor in the lower part of the hydrofoil column, a compact and light IC engine, and if necessary, an IC engine according to the present invention that is substantially free of vibration, is installed in the ship. May be stored. Applying today's heavy and vibrant traditional marine engines to airborne hulls is even more difficult because of the frequent generation of excessive noise and vibration along with the long drive shafts of hydrofoil. If desired, the electric motor may be part of a hybrid marine drive system as described in FIG. 345 with or without a photovoltaic array. An example of this new ship is disclosed below.

Hydrofoil ships must be maneuvered efficiently and safely when the hull cannot be raised above the water for certain reasons such as bad weather. When the hull is raised above the water and can be maneuvered at a moderate or fast speed, the portion of the ship that remains below the water surface preferably has streamlined sides with swept wing projections. This is to reduce the risk of damaging the outline, to further deflect the objects encountered, and to minimize the possibility of dragging the bottom of the water. When the ship is maneuvered in the normal way with the hull above the water, the distance between the lower part of the main part of the hull and the surface of the water is sufficient to eliminate shaking or hitting with a predetermined amplitude in the hull, and the water It must be sufficient to keep the underwater part at a minimum depth at all times. This distance, along with the height / depth of the underwater portion, may cause the ship to be relatively deep when the hull is maneuvered or anchored. In selected embodiments, the underwater portion is retractable / expandable to the hull so that these vessels have adequate shallow water capabilities. Such storage / expansion effectiveness may be obtained by any convenient method. Convenient methods include a method by making the hydrofoil column telescopic and / or a method by attaching a hinge to the tip of the column, and a method by freely rotating the column around the hull. By attaching an IC engine or motor to the underwater housing, or by attaching a cradle, it becomes feasible to make the pillars extendable / retractable compared to conventional layouts with engines in the hull. . This is because it is more difficult to use a hinged drive shaft or a telescopic drive shaft than to use a fixed-length shaft. Not having a drive shaft in the column also eliminates much of the noise and vibration associated with conventional hydrofoil. In other embodiments, the relative arrangement of hydrofoil in the present invention has an engine or motor in the hull and at least one drive shaft in the hydrofoil column. Diversity in the balance of the vessel during retraction or extension of the column while moving will likely make it easier to maintain the telescopic column. By way of example, FIG. 346 schematically illustrates a side or elevation view of a ship having a foundation portion for supporting any movement of the hull 4001 above the water surface 4002, primarily in direction 4003. These include a post 4004 that can be telescopically extended / retracted from a housing or guide system 4004a. The cover, housing or guide system 4004a may be of any conventional type and may be secured to the hull structure by any conventional method. The lower end of the column is connected to a keel or keel-like member 4005 that is at least partly always underwater. The hydrofoil 4006 is connected to the keel and / or the pillar. The column is pivoted about axis 4007a and is at least one adjustable vertical hydrofoil or rudder 4007. A propulsion device such as a propeller is shown at 4008, and an IC engine or motor power supply module 4009 combined with an optional transmission 3807 and a connecting shaft 4008a are shown in broken lines. This ship has an upper structure 30 including a white taillight 16, a green starlight 15a, and a steering chamber 31, and the steering chamber 31 is a lever that integrates a wheel-type steering control 28 and propulsion speed control and reversal control. Includes type 32. A computer is installed if necessary, and is schematically indicated by 34. A reversing mechanism is incorporated into the transmission as required. In other embodiments, the transmission can vary the drive ratio. This variable ratio is to change the relative propulsion generated by the propulsion device relative to the power generated by the IC engine to adapt to different forward speeds, different operating conditions and different weather conditions. Useful. The position of the column when it is retracted is indicated by a broken line in 4004a, and the water surface when the hull is in water is indicated by a broken line by 4002a. The ship may have a single pillar design as shown in the side view or a design in which two combinations of pillars and hydrofoil are arranged in parallel. Figure 347 shows a schematic elevational view of a vessel cross-section in FIG. 346. The ship has a single column 4004 with a terminal end within the keel 4005. The keel 4005 has hydrofoil 4006 on both sides. 348 and 349 show elevation views of different vessel cross sections. The ship has a elevational view of the same long axis and the ship of FIG. 346. In FIGS. 347 to 349 , the same features are numbered in the same way as in FIG. 346 . In FIG. 348 , the vessel has a pair of parallel and vertically aligned extensible / retractable columns 4004. The pillar 4004 is mounted in the cover 4004a and connected to the keel portion 4005. The keel portions 4005 are sequentially connected to each other by at least one hydrofoil 4006. This ship is suitable for navigation of a hull that has gone out of water in a narrow channel such as a river. In FIG. 349 , the ship has a pair of extendable / retractable columns 4004 that are not connected to each other at an angle. The pillar 4004 is mounted in the cover 4004a and connected to the keel 4005. Each keel portion 4005 has an outer hydrofoil 4006 indicated by a solid line. If the embodiment in FIG. 349 is intended for use in a narrow channel, the hydrofoil may be mounted inward as indicated by the dashed line at 4006a. Any number and layout of pillars used to indicate a ship on the water may be used. A single column or pair of parallel column layouts is practical for making ships smaller and lighter, and like a motorcycle, stability is gained by the momentum moving forward. For larger vessels, including container ships and large tankers, multiple columns are desired, and the multiple columns are preferably arranged in a staggered fashion along the long axis. This prevents the turbulence in one keel / hydrofoil combination from colliding excessively with each other. The relative arrangement of larger vessels is disclosed below.

In the example of a ship with modified keel elements or other members, the following generally extendable / retractable columns may be shown. In other embodiments, for example, in the case of a ship that does not require shallow water capability, the column is fixed. That is, the pillar is not retractable / extendable. The principle in the present invention applies to both types of pillars. A single substructure vessel design may have a special column system, but with a keel element modified for a particular embodiment in this substructure design. The hydrofoil or hydrofoil part may be fixedly attached to the keel element. This allows the hydrofoil or hydrofoil part to support a ship on the water at a predetermined height at a particular speed / weather combination. Alternatively, the hydrofoil or hydrofoil part may be attached to the current movable tip side, either pivoting or non-swiveling, and thus changing the lift at specific speed / weather combinations It becomes possible to make it. In addition, or alternatively, the hydrofoil can change lift, so the angle of the lower wing can be changed. In general, the present specification shows by way of example a hydrofoil portion that can vary deflection / lift, but the principles in the present invention also apply to a fixedly mounted hydrofoil portion. In any vessel having an engine according to the present invention, additional power may be provided in addition or separately from the sail attached to the sail column. And, even if not explicitly shown, any embodiment of the ship shown herein may have a sail column and a sail. In mechanically powered ships, at least one drive means such as a propeller or water jet is preferably incorporated into the keel element. Alternatively, the at least one drive means can be mounted in or on the pillar or hydrofoil part. In the case of a ship with a single column or multiple columns in parallel and without columns mounted behind each other, each keel element / column combination is one on the other It has at least two sets of hydrofoil sections attached to the rear, and optionally some types of rudder to facilitate low speed control. At high speed, the angle of attack of the hydrofoil on one side of the ship is different from the hydrofoil on the other side, effectively tilting the ship and / or propulsion on one side relative to the other side By increasing or decreasing the direction control can be achieved. The single keel element in FIG. 347 and the pair of keel elements in FIG. 348 have vanes with a vertical centerline. These vanes may or may not be arranged along the axis of each column. In another embodiment, the keel element has a blade plate for angled vanes or inclined, this blade, for example, as shown schematically in 4005a in FIG. 349, 90 ° with respect to the water surface Other than the angle, that is, not vertical. In a further embodiment, the pillar and keel element are attached one behind the other. As an example, FIG. 350 schematically illustrates a passenger river ferry 4001. The passenger river ferry 4001 is low in height so that the hull over water can pass under the bridge. 350 provides a total of two combinations or, if at least one pair of columns is provided as in FIGS. 348 and 349 , to provide a total of three or four combinations, Fig. 6 illustrates how the keel elements are attached behind each other. The same features are given the similarly numbered as in FIG. 346. In selected embodiments, the keel element is attached to the post so that it can be moved by a hinge or pivoted. In the embodiment in FIG. 350 , the rear keel element is attached to the column so as to pivot relative to the axis 4005a. The positions of the rudder 4007, the propulsion device 4008, and the optional shaft 4007b are all interchangeable. The engine that powers the propulsion device may be mounted in the keel element, on or in the pillar or hydrofoil, or in the hull. Characterized in Figure 346 through Figure 350 are not drawn in a special scale compared to each other and a shaft 4007a and 4007B, and all hydrofoils 4006, can be convenient all angles .

In the arrangement of FIG. 350 where the keel / pillar combination is attached to the front and rear, respectively, the keel element may be truncated in the longitudinal direction, and each may have only one set of hydrofoil combinations, and The rear keel element also includes a rudder and steering means, and thus may be provided so as to turn along the axis 4005a of the column. Vessels, as described in connection with a ship of FIG. 388 through FIG 395, receives information from the measuring device, to modify and / or control the operation variable, one if necessary or more computer programs and computer Have One computer is schematically shown at 34. In the case of a keel element having drive means 4008 attached in front of a rudder portion 4007 attached to the rear, the drive means can be attached between above and below a portion of the keel element that supports the rudder. . Some of the above-described embodiments are schematically shown as examples in FIGS. 351 to 357 . In these figures, similar features have the same number and are characterized by pillar 4004, keel element 4005, keel element pivot axis 4005a, hydrofoil 4006, rudder 4007 and rudder axis 4007a, marine propulsion device 4008, It includes a drive shaft 4008a, an IC engine or electric power module 4009, a transmission 3807, and the like. The main direction of travel is indicated at 4003. FIG. 351 shows a typical long keel element 4005 connected to the pillar 4004. The keel element 4005 includes all the controls necessary to orient the ship and is particularly suitable for ships having one or parallel columns. All the controls necessary to orient the ship are front and rear hydrofoils, a power module with a shaft connected to the propulsion device, and a rudder. As schematically illustrated by way of example in FIG. 352 , when the power supply module is an electric motor, the electrical circuit 3813 may be provided in a pillar and a keel element; A passage 3810, an optional exhaust passage 3811, and a fuel line 3812 may further be provided in the column and keel element. This relative arrangement is also suitable for the front and rear column layouts, and in some ships with multiple columns, the motor or engine may be omitted in some keel elements. For example, the front column and keel element are fixedly attached and have no drive means, but the rear column and keel element are both mounted to pivot on axis 4005a and the propulsion device is Have. The driving means is incorporated into the rear of the keel element fixedly attached to the front is the keel element without driving unit, mounted on the pillar to pivot as shown in the rear pillar of FIG. 350 It may be. FIG. 353 shows a propulsion device driven by an engine or electric motor in the hull via a drive shaft 8008a and a universal joint 4008c in the pillar and / or keel element. When the amount of power required is large, both the front and rear keel elements may have drive means. FIG. 354 shows a small keel element 4005 attached to a small post 4004. The keel element 4005, such as a ship of Figure 350 is suitable as a front pillar of a ship having a plurality of pillars. In this ship, the rear keel element is attached to the rear column so as to turn, and effectively includes a rudder. Keel element, as shown in different positions in FIGS. 355 through FIG 357 are coupled to the propulsion device 4008 by one or more axes and universal joint 4008b indicated by 4008a by the dashed line, "snap-in" engine or motor module 4009a may be accommodated. In FIGS. 355 to 357 , a line 4007a indicates an axis for an arbitrary rudder, and 4003 indicates a main traveling direction. In the embodiment in FIG. 355, the entire power supply module 4009a with the contra-rotating propeller is easily removable and replaceable and can be pulled out in a direction parallel to the central axis. In the embodiment in FIG. 356 , the power module 4009a is pushed to the side after the shaft and propulsion device have retracted a limited distance along the axis of rotation. In the embodiment in FIG. 357 , the power supply 4009a is integral with the transmission 3807a, which is a “snap-in” module attached to the top of the keel element and includes the shaft 4008a and the universal joint 4008c. The propulsion device 4008 is driven through. In other embodiments, the transmission has a variable drive ratio. The rudder 4007 has an extendable and retractable portion 4011, and the bottom of the portion 4011 in the stored position is indicated by a dashed line 4011. In other embodiments, the mutual movement in the extension of the rudder is in any convenient direction, including the horizontal direction. In the following, it will be disclosed how the interior of the power module and keel element can be accessed from the hull when the keel element is stored in the position closest to the hull as required. In this disclosure, the electrical circuit may be a high power circuit to or from a motor or generator, as appropriate, or a control, actuator, solenoid, sensor, instrument. Or a low-power circuit from a controller, actuator, solenoid, sensor, instrument, or the like.

  The hydrofoil may be placed on the keel element in any way. In the following examples, a certain size hydrofoil is generally shown, but any suitable extendable / retractable hydrofoil can be used and these embodiments are disclosed below. The hydrofoil in this specification is generally shown as an example having a substantially symmetrical cross section, or a wing-shaped cross section of an aircraft, and a linear long-axis cross section. They may have any cut surface including the shape of the wings in any major blade, and may have any major cross section including a curvilinear shape. The hydrofoil may have an extendable / retractable portion if the longitudinal cross section is curved with a constant radius, or if the cut surface is any type. Similarly, the post may have any suitable cutting surface and longitudinal cross-section and may or may not be extensible / retractable. Although the extensible / retractable hydrofoil and column are generally described herein as having a telescopic action, in practice any suitable system that is extensible / retractable can be used. . The pivoted column is disclosed below. The column may be a hydrofoil or any suitable angle with respect to the water surface. In some embodiments, the hydrofoil may be angled so that it is partially above the surface of the water in the maneuvering engine, in which case it is currently used, for example, at Sydney Harbor, Australia. As in some protected water hydrofoil ways, reduce lift. Often, the desired hydrofoil loses some lift efficiency when operated very close to the water surface. For this reason, it is generally intended that the hydrofoil be continuously submerged and operated, preferably submerged to such a depth that the lift performance is significantly improved. In the present disclosure, the cut surface, angle of attack and curvature from the foundation of the tip of the hydrofoil are shown schematically and / or for clarity. In practice, the hydrofoil may be mounted at any position, at any angle of attack, have any cut surface, and may have any curvature in all blades. In the drawing, the main hydrofoil is generally shown at the front of the second hydrofoil. In other embodiments, the primary hydrofoil is located at the rear of the second hydrofoil. As can be inferred from the above, the ratio of hydrofoil / carina element / column combinations to both fixed length columns and extendable / retractable columns is virtually unlimited.

This is illustrated using the seven layouts shown in FIGS. 358 to 364 . In each of these drawings, the drawing with A in the figure number is a schematic side view of the keel element / hydrofoil structure, the drawing with B is a schematic front view thereof, and C is attached. The drawing is a schematic plan view thereof.

In these drawings, 4003 is the main traveling direction from right to left in the figure, 4001 is the bottom of the hull, 4004 is the post, 4005 is the keel element, 4006 is the fixed dimension hydrofoil, 4007 is the rudder, and 4007a is the rudder. A shaft, 4010 is a fixed hydrofoil portion, and 4011 is a stretchable / shrinkable hydrofoil portion. Although the propulsion device, the drive shaft, and the power module are not shown, they can be disposed at appropriate positions as shown in FIGS. 341 to 357 . In these drawings, the hydrofoil is further configured to be rotatable in order to change the angle of attack, or may have another component. In addition, the hydrofoil may be configured such that, at the fixed dimension, the dimensions can be changed by having both a fixed part and an extendable / shrinkable part additionally or alternatively. FIG. 358 shows a typical symmetry layout with a front first (main) lift hydrofoil and a rear second (sub) hydrofoil. Here, the second hydrofoil is a second lift and / or a stable hydrofoil or a second control hydrofoil. FIG. 359 includes a plurality of stationary hydrofoil portions 4010 having portions 4011 that can be stretched / contracted along direction 3901, both of which are curved as shown in the front view. Also shown in FIG. 359 is an angled second upper front hydrofoil having attachment points for keel elements that are substantially common to a plurality of front first (main) lift hydrofoils. The rear second (sub) hydrofoil has a plurality of vertical tails 4006a to provide additional directional stability. All of these hydrofoil can be provided with all kinds of stabilizers at any position and angle. FIG. 360 shows a configuration with two posts and two keel elements. In the configuration of FIG. 360, a front main fixed dimension hydrofoil 4006 having a plurality of tails 4006a at the end, which is composed of three structural parts, is disposed. As shown in FIG. 360, the front main fixed dimension hydrofoil 4006 has a central body that connects two keel elements and a portion extending toward the outside of the ship provided in each keel element. The body has an inverted V-shaped shallow part. As another form, a structure in which the central body is V-shaped and the portion extending toward the inside of the ship is inclined upward from the keel element may be used. Each keel element has one angled rear second hydrofoil. FIG. 361 shows a configuration in which each keel element has two front hydrofoils of different sizes, two angled posts and two keel elements with only one rear hydrofoil. In another form, the rear water is configured such that the portion extending toward the inside of the ship is larger than the portion extending toward the outside of the ship, and / or extends from the keel element toward the outside of the ship. The structure which has a wing | blade may be sufficient. Each hydrofoil may have an independent configuration or may be supported by one or more tension members or struts. For example, FIG. 362 shows a hydrofoil supported by one strut or tension member 4036. FIG. 363 shows two pitchable adjustable hydrofoil 4006 supported by upper and lower tension members 4036. The hydrofoil 4006 is rotatable about an axis 4033 as a rotation axis. It is attached to a disk 4013 that is rotatably mounted on the keel element 4005. Additional configurations will be described later. Based on FIG. 363A , in this embodiment, the angle of the tension member 4036 from the horizontal plane is considerably larger than the allowable rotation angle of the hydrofoil 4006, that is, the rotation angle with the axis 4033 as the rotation axis. The tension member or strut may have any suitable crossed longitudinal portion to additionally provide positive or negative lift. In addition, the tension member or the support may be configured to be capable of adjusting the pitching for providing different lifts, or may be configured to be a hydrofoil. Yet another form is shown in FIG. 362B . In the configuration of FIG. 362B, the hydrofoil 4006 has a fixed hydrofoil part 4010 and two extendable / shrinkable hydrofoil parts 4011, one of which is telescopically nested in the other part. It is installed freely. Yet another form is a plurality of hydrofoil with a plurality of flaps similar to the flaps on an aircraft wing to achieve positive or negative lift or sudden braking. The example shown in FIG. 364 schematically shows a plurality of hinged flaps at 4034, and FIG. 364C shows a fully extended position. In addition, a flap 4035 that is rotatable about an axis 4036 as a rotation axis along an appropriate vertical plane and that is disposed toward the rear keel element 4005 is provided. The presence of the flap 4035 can provide various lateral pushes and can provide an additional function as a partial rudder. Alternatively, one rotatable flap, such as shown at 4035 in FIG. 364 , can be placed on any hydrofoil and in a direction that is horizontal to the various generated ridges or descents Is configured to have an axis of rotation that is inclined in any direction. As a further addition, one rotatable flap as described above is arranged on every aircraft wing or wing. Stabilizer mounted on an end portion of the main hydrofoil (fins) 4029 can control the flow rate as in the arrangement of Figure 360. In certain configurations, any hydrofoil, keel element, and / or post of an ocean hydrofoil may function in whole or in part as a ballast tank (tank) and / or as a configuration including a ballast tank. To do. In certain forms, any hydrofoil, keel element, and / or post of an ocean hydrofoil serves all or part of the function as a ballast tank (tank) and / or as a configuration that includes a fuel tank. . To fully or partially fill the hydrofoil, keel element, and / or post, water or the liquid on which the hydrofoil travels can be used, thereby increasing the external hydraulic pressure and hydrofoil hull. The light pressure structure is realized by equalizing the internal pressure. Large amounts of ballast and / or fuel can also give great inertia to hydrofoil, keel elements and / or posts, which can make it difficult to cause sudden pitch, roll, bow, etc. it can. In ships that obtain at least partial power from the sail, ballast movement or fuel movement from one side of the ship to the other to achieve equilibrium against crosswind loads is conventional, and in another form, This practice is incorporated into the hydrofoil according to the present invention. For example, the configuration shown in FIG. 358B schematically illustrates how the ballast amount of a standard main hydrofoil is filled with ballast. In the configuration shown in FIG. 358B, here is the liquid 3891 in which the hydrofoil is traveling. A pump 3892 having passages 3893 that connect with individual ballast volumes in each of the front main hydrofoils is provided to the keel element 4005. In normal default operation, the ballast volume on one side and the ballast volume on the other side are filled equally. If the ship gains at least power by sail, the ballast volume on the starboard side is filled, assuming that the ship receives strong wind from the starboard (starboard) side. Assuming that this ship changes its course or receives strong wind from the port (port) side, the pump moves the ballast from the starboard to the port side ballast volume. Alternatively, when the fuel tank is disposed on the hydrofoil, the fuel is moved from one side to the other side.

It should be noted that the hydrofoil and / or rudder—effectively the vertical tail—are provided with a part that can be fully or partially extended / contracted. In the example shown in FIG. 365 , the plane portion passing through the post 4004, and FIG. 366 shows the portion passing through the keel element 4005 in A shown in FIG. 365, and the fixed hydrofoil portion 4010 is the keel element 4005. And a stationary hydrofoil portion 4010 that covers a stretchable / shrinkable portion 4011 that is movable along a direction 3901 in a sheath or guide 4011a. Along with the position of the portion 4011, the main direction of movement is indicated by 4003, and the completely contracted state is indicated by a broken line 4011a. The configurations shown in these drawings are similar to the configurations described above, but differ in that the planar shape indicated by 4011 does not match the shape indicated by 4010. In yet another form, the fixed hydrofoil portion is larger than necessary to accommodate the extendable / shrinkable hydrofoil portion, thus providing space within the fixed hydrofoil portion for purposes. It can also cover structural reinforcements, fuel tanks, ballast tanks, sonar, sounding instruments, video cameras, lighting members and the like. FIG. 365 shows a state in which the fixed hydrofoil portion extends toward the keel element 4005. This can provide a space portion 3902 that is not a covering portion 1011 and can be used for any convenient purpose including ballast or fuel tank volume. In another form, a fixed hydrofoil portion or a stretchable / shrinkable hydrofoil portion is rotatably mounted on the keel element 4005. FIG. 367 to FIG. 371 show a state where the hydrofoil portion that can be expanded / contracted is rotatably mounted on the keel element 4005. And outlined in Figure 367, is shown in Figure 368 the B-B section of FIG. 367, the axial 4033 is shown in FIG. 369, the enlarged details C-C section of FIG. 367 Fig 370 FIG. 371 is an enlarged view of the portion between the hydrofoil. A in FIG. 367 corresponds to a portion excluding the mirror in FIG. The expandable / contractible hydrofoil portion 4011 is shown extending from the main hydrofoil body 4010 mounted on the keel element 4005, and conversely, attached to the post 4004 and extending / contractable hydrofoil. A contracted state of the portion 4011 is indicated by a dotted line 4011a. The main hydrofoil main body 4010 has a stabilizer 4029 for obtaining directional stability at the end thereof, but is not shown in FIG. 368 for convenience of explanation. In these configurations, the main hydrofoil body 4010 and its extension 4011 are substantially the same in cross section of the aircraft wing and can be adjusted to rotate on the axis 403 about the center 4012. In other configurations, hydrofoil of any cross-section can be used and can be rotated about any convenient axis. Mounting angle or degree of rotation, in the most common operating model, so as not further go magnitude than 5 to 10 degrees on each side of the state of the neutral or straight ahead, as an example, excessive in Figure 368 The structure which showed the angle by 4012a is shown. The main hydrofoil main body 4010 is integrally mounted on a bearing disk 4013, and its inner surface is attached to an operating portion 4014 that ends with an operating lever or tension member 4014a. The inner surface of the bearing disk 4013 also has a connection point 4015 for the system for causing movement of the hydrofoil extension 4011. Any suitable actuation system for the hydrofoil extension 4011 can be introduced, including the example shown here, where the hydraulic fluid connected via connection point 4015 is a hydraulic piston and cylinder actuation assembly. Cause 4016 movements. The system can be disposed within the main hydrofoil body 4010 and can be slidably mounted within a cylindrical recess 4017 within the main hydrofoil body 4010 and extension portion 4011. The hollow passage 4018 guides hydraulic oil to the fixed region 4019 in the cylindrical recess 4017. In FIG. 370 , the fluid sealing device is shown schematically at 4028 and 4027a. In addition, the coil spring 4021 is mounted in the vicinity of the piston in order to promote contraction of the extended portion 4011 in the main hydrofoil main body 4010 in such a case where the hydraulic pressure is lowered. The fixed end of the extension 4011 additionally has a non-uniform or non-parallel end profile indicated by the curve shown at 4022, thereby raising or lowering the extension 4011. The bending stress can be assigned to the main hydrofoil main body 4010. The bearing disk 4013 has a stepped section at the boundary portion, and is disposed at a corresponding portion in the keel element 4005. The bearing disk 4013 is fixed at a position 4023a by a removable ring 4023. The intersection of bearing disk 4013, keel element 4005, and ring 4023 includes a bearing surface, an additional bearing surface, and an additional circumferential oil supply that receives the oil passage indicated by dashed line 4026. It is. The oil supply can be in the form of a petroleum-saturated compressible porous or permeable material or wick. The tribological fluid can be any material of any composition including conventionally known oils, heavy oils, greases, and can be one that is subjected to gravity or pressure. This form of oil passage 4026 extends through the main hydrofoil body 4010 to its tip to provide another additional circumferential oil supply 4027 and / or alternative gallery or depression 4027a and seal It continues to 4028. Both are similar to the shape of the main hydrofoil main body 4010. Seal 4028 is secured by a removable flange or fin 4029 and fastener 4029a. The oil supply body 4027 may have a porous or permeable material or wick that has absorbed components such as fibers, and may be oil or a wheel extension portion by extension action. The other lubricating oil adhering to the surface of 4011 can be absorbed. Any suitable tribological material may be used including oils and the like. The main hydrofoil body 4010, the extension 4011, or both can accommodate a series of inserts or recesses / convexs 4030 that function as bearing surfaces and / or guides, and the hydrofoil from a flexible material. It is particularly convenient when is formed. For example, a ceramic material can be used for the insert. As shown in FIG. 368 , the leading portions of the two hydrofoil portions are widely separated at a position 4030a. As a result, even a small damage affects the expansion / contraction of the main hydrofoil main body 4010. As shown in FIG. 371 , the main hydrofoil main body 4010 and the extension part 4011 have positioning pins 4031 and / or positioning grooves 4032, and limit the extension of the extension part 4011 with respect to the main hydrofoil main body 4010. Although not shown, a configuration similar to an insert can be used to reinforce the bearing surfaces of the bearing disc 4013 and the keel element 4005. A space 4038 is an internal volume of the keel element 4005. As another form, any of the configurations shown in FIGS. 371 from FIG. 367, incorporated in the extended / retractable hydrofoil in the post. As yet another form, all of the present invention, configuration and structure described here can be used as a wing or a wing attached to an aircraft. Such wings have front and rear blades, rudder, flaps, etc., and these have any cross section, linear structure, curved structure, planar profile, range of rotational operation, and angle of attack. What is necessary is just to employ | adopt what is suitable for each aircraft. In particular, the configuration, structure, and details of the stretchable / retractable hydrofoil portions described herein are used in aircraft wings, wings, and / or rudders. For example, the form shown in FIG 371 from FIG. 367 is also a blade extension / retractable aircraft. Regarding operation, the blades are extended to the extension position during take-off and landing, or during low-speed travel where a large lift is required, and contracted during high-speed travel.

The expandable / contractable post and keel element can be retracted toward the hull to any final telescopic position. In each configuration, when the keel element is fully contracted, it can be configured to jump over the hull or to fully or partially hit the hull. Alternatively, when the keel element is completely contracted, the keel element may be completely or partially housed in a recess provided on the lower side of the hull. Alternatively, the keel element itself may be at least partially configured as a hydrofoil that provides lift. For example, FIGS. 372 and 373 show such a keel element, and FIG. 372 is an elevational view showing the keel element 4005 in the upper position, with a portion placed in the recess. On the other hand, FIG. 373 shows the keel element 4005 in the lower position, indicated by A in FIG. As shown in the figure, the rudder 4007 is connected to a shaft 4007a by a hinge. An electric motor or IC engine 4044 that drives the water jet propulsion device 4043 is also shown. A small fin or stub keel is shown as 4006b, which provides additional directional stability and can also protect the rest of the keel element and its fixtures when accidentally grounded. . When the tail is moved, the fin 4006b moves to the lower reinforcement ridge 4039a directly below the upper reinforcement ridge 4039 disposed in the recess 4001a in the hull 4001 with the keel element 4005 fully in the recess. Change gradually. Here, especially when the angle of attack is larger than what is shown here, the keel element 4005 itself can function sufficiently as a hydrofoil, or can sufficiently exhibit the lift effect, Normal hydrofoil is not shown. The longitudinal cross section of the substantially horizontal portion 4037 of the keel element 4005 is like a wing cross section and thus provides lift. The lower portion 4038 of the keel element 4005 can restrict the lateral flow of water coming from the lower side of the keel element 4005 and thus contribute to additional support. At the rear of the rudder shaft 4007a, the concave portion 4001a has a portion that spreads outward as indicated by a broken line 4001b, and therefore the turning rudder does not adhere to the hull. Stabilization of the hydrofoil that can rotate about the axis 4037 is obtained at the tail. Alternatively, the main or other hydrofoil can be attached to the post and / or keel element. In FIG. 372 and FIG. 373 , the portion indicated by A is the portion where the keel element has spread, and the front and rear of the line indicated by A are the narrowest. Configuration shown in FIG. 374 and FIG 375 shows another example of the keel element, FIG. 374 is a plan view from the cutting portion through the post, Fig. 375 is a sectional view taken along C of Figure 374. The electric motor or IC engine 4044 that drives the water jet or propulsion device 4043 is located within the keel element 4005, both well shown in FIG. 372 , and is a removable peep hatch. The keel element 4005 may be constructed in one piece with the main hydrofoil and provide a new type of synthetic lift surface 4040 attached to the flap 4034. The rear of the keel element is an additional conventional rear hydrofoil 4006 that is rotatable about a shaft 4037 and a rudder 4007 hinged to shaft 4007a. The portion C shown in FIG. 375 has a post extending, and the upper or rear fin 4039 functions as direction stabilization and flange reinforcement, and falls into the recess 4001a when the keel element is in contact with the hull. Functions as a positioning for. The lower ridge 4039a also serves as a flange reinforcement function as well as a directional stability function at the cutting line, which is a cutting type of 4006b, and serves as a stub horizontal portion 4040a of the lifting surface 4040.

In other embodiments, the keel element may be integral with the post. It is also effective to provide hydrofoil in addition or as an alternative. As an example, FIG. 376 shows a front view of such a layout. This is substantially shown in a chain line rectangle B in FIG. 372 , and FIG. 378 which is a sectional view of FIG. 377 and FIG. A simple layout. The three drawings are drawn to different scales. In this embodiment, the post 4004 is not separated from the keel element 4005 and is integrated. The keel element 4005 is integral with the hydrofoil surface 4040 and the upper housing or nacelle 4039. This same integrated column / carina element structure can be used for any application or embodiment. The IC engine or electric motor 4044 is located below the propulsion device 4043. In the present embodiment, the water jet driving unit receives supply of water from the inlet 4041 through the pipe 4042. Due to the propulsion created by the water jet 4043, shown at 4045, the direction of forward movement is shown generally at 4003. The flap 4034 is provided behind the surface 4040, and the side fins 4029 partition the movement of the rudder 4007 that turns on the shaft 4007a. A combination of a stub keel and a fixed dimension hydrofoil 4006 is placed directly under the post to apply the load and moves them to the post during grounding. The hull line with the fully retracted post and keel elements is shown in dashed lines in FIG. 376 , where the water jets along the hull dent 4001a and at the rise of the hull bottom 4001b Drive by spraying water to the end. If the water jet drive does not need to be placed high and the positions of the propulsion drive and engine or motor are interchangeable, avoid crossing the air for any engine with any propulsion water flow be able to. In a further embodiment, the keel element is an effective hydrofoil mounted on an additional hydrofoil. In another embodiment, the nacelle above the keel element is divided into two parts, the upper part being slightly smaller than the lower part. When the keel element is farther than the hull, the upper part of the nacelle is adapted to fit into a partially recessed area of the hull. The elevator above the nacelle and the roof elevator in the indented portion of the hull can access the interior of the nacelle and / or keel element when the position of the keel element and post is completely replaced. As an example, FIG 379 is a schematic inner surface front view, with FIG. 381 shows a diagram 380, the portion of E is a plan view seen from a cross-sectional view of the pillar, showing these embodiments. All drawings are drawn to the same scale, and FIG. 382 shows the details around the hull dent on a larger scale. In these embodiments, the engine or electric motor 4044 is higher than the propulsion drive 4034 (in this case a jet device) and is located in the pod or nacelle 4039 of the stairs 4039a. Water enters from the inlet 4041 and passes through the tube 4042 to the water jet 4043. When driven, a propulsive force is generated in the direction 4045, and the direction of movement of the hull is normally the direction indicated by 4003. The rudder about the shaft 4007a has an extendable and retractable part 4051. When retracted, the rudder is nested in the main rudder 4007 and is rotated and mounted on the 4052. If 4044 is an IC engine, a tube 3810 for filling with air, a tube 3811 for exhaust gas, a fuel tube 3812 and an electric controller 3813 are provided in the post 4004 and keel element 4005, which are substantially It is one. The nacelle 4039 is again integral with the main portion of the keel element 4005 including the post 4004 and hydrofoil surface 4040, and integral with the vertical fin 4029, each having a stub keel element 4006a. It has become. Conventional front hydrofoil 4006 is mounted on fins 4029 each having a flap 4034 on the vertical side. The surface 4040 is tapered in the direction of 4040a and forms a hardened flange of the side fin 4029. And each end of the rudder 4007 is on the axis 4007a. The end of the side fin extends to the rear hydrofoil 4006a, and is mounted by rotating about the shaft 4033. As shown in FIG. 379 , when the keel element is most retracted, the edge or step 4039a on the nacelle 4039 leans against the surface of the main hull indicated by a chain line 1001, and the upper part of the nacelle is in the indentation 1001a of the hull. Works as a stationary stop. In this structure, when the hull is underwater, all keel element systems remain usable, the ship can be powered by the propulsion device, can be steered by the rudder, Can be tilted by a flap on the front hydrofoil. As shown in detail in FIG. 382 , when the keel element is in its highest position, the nacelle edge or step 4039a leans against the seal 4048 mounted in the small indentation at the end of the recess 4001a of the hull 4001. Yes. Optionally, the seal may be a hollow tube that can be inflated to create a pressure seal. In order to utilize the electric motor or IC engine 4004, the propulsion device 4042 or other equipment in the nacelle or keel element in the hull where water remains in the space 4001a is first drained and the top of the recess 1001a. Hatch 4050 is removed and hatch 4049 above the nacelle is removed. Each hatch is placed on a seal 4047 and a fastener 4046 is attached. Optionally, seal 4047 may be a hollow tube that can be inflated to create a pressure seal.

In the embodiment of Figure 382 from FIG. 379, the water jet thrust 4045 is oriented over the substantially rear hydrofoil. Alternatively, the propulsion thrust may be oriented in any convenient position or location with respect to the hydrofoil, rudder, keel element, main hull, etc. Edges or steps may be provided on the nacelle as needed and used to form another surface 4051 that has the effect of a moderate hydrofoil lift. FIG. 357 shows a rudder 4007 that is vertically extendable and telescopically mounted on a portion 4037. FIG. 379 shows a rudder 4007 that is mounted in a rotatable manner on a part 4051 that can be extended horizontally. In another embodiment, a hydrofoil that includes a vertical hydrofoil, such as a rudder, is rotatable and extendable and has a retractable part. The embodiment schematically shown in FIGS. 383 and 384 , which are plan views from the cross-section through the post, is shown, and the keel element 4005 is located where the stern flap 4034 is mounted. It essentially includes a crescent-shaped hydrofoil surface 4040 that moves substantially in the direction indicated by 4003. The stored position of the expanded hydrofoil part 4011 rotating about 4051 is shown by a dotted line. The nacelle 4039 houses an electric motor or IC engine 4009 connected to a propulsion device (here propeller 4008) by shaft 4008 along with a stub keel of 4006b. The rudder 4007 is a rotary type centering on the shaft 4007a and is mounted on the vertical stub fin 4052. Keel element of Figure 372 through Figure 384, whether or not extensible / retractable, particularly with respect to the example of FIG. 346 358 - 364, even if it is not required to deeply stored in depressions of the hull, Alternatively, it may be used in combination with the main or second and / or front or rear hydrofoil. In other embodiments, the type of keel element shown in FIG. 372-384, when they are in the highest position, not located in a recess or recessed portion. In another embodiment, the keel element and post are not retractable. The keel elements of FIGS. 346-374 may be used with propulsion devices including impellers and propellers, electric motors, various IC engines, transmissions, and power systems including those shown schematically in FIGS. 351-357.

In the embodiment of FIGS. 365 to 371, the movement of the hydrofoil part 4011 is telescopic with respect to 4010, as shown herein, is telescopically mounted in the fixed part, extensible / store in one direction It is a possible part. As shown schematically in FIG. 362B , an extensible, retractable, telescopic element may be used in conjunction with the hydrofoil, and the keel element may have multiple hydrofoil composites, that is, the hydrofoil is a constant It has at least two parts that can be moved relative to each other to provide a variable lift at speed. The embodiment of FIG. 346 shows a telescopic hydrofoil post having one securing member, optionally a cover or guide, and an extendable and retractable portion. In another embodiment, the telescopic hydrofoil post has three or more and at least one fixed portion. As an example, FIGS. 385 , 386 , and 387 , respectively, show a semi-planar view, a front view, and a cross-sectional outline of numbered cutting lines of a small high-speed marine vessel having two separate hydrofoil post assemblies 4004, respectively. Each of which has a fixed part 3867, two telescopic and extendable / retractable parts 3867a and 3867b, and enters and integrates into the hull of the hull. by a mechanism, it is foldable at an angle as shown in FIG. 387. Preferably, the portion 3867 stores a cover for forming a shield barrier for preventing water from entering the hull. At the same time, in this embodiment, the covering is a guide mechanism or has another guide mechanism. This figure shows the outer shape of the 3862 widest hull and shows the contour of the water level line when it is in the water at 3863. In the cross-sectional views, the external shapes numbered 1 to 8 are along the cross-sectional lines numbered 1 to 8 in the plan view and the front view. The direction of main operation is indicated by 4003. Each post and keel assembly has its own propulsion device 4043, which is a water jet and electric motor or IC engine 4044, and also has its own rudder 4007, front and rear hydrofoil 4006 rotating at 4007a. Have. This ship has a third propulsion mechanism for maneuvering under pressure groundwater. The third propulsion mechanism includes an IC mechanism 4009 combined with an additional transmission 4009a connected by a drive shaft 4008a to a rear third rudder 3864 that rotates with propellers 4008, 3865. In order to add low-speed maneuverability when docking, the bow thruster 4053 is mounted in the front stub keel 4006a, and the directional stability of the hull in the water can be improved. At high speed, the hull lifts from the water and is steered by a rudder 4007 that rotates at 4007a. An additional mast line for carrying additional sails is shown at 4055. An additional photovoltaic (PV) array on the top surface of the craft is shown schematically at 71. The functional surface of the PV array is parallel and coplanar adjacent to the hull or deck region. The craft is a lifeboat 29, a white rear light 16, a red port light 15, a green star lamp 15, and a wheelhouse, and a superstructure 30 that performs propulsion speed and reverse control 32 combined with a wheel type steering control 28 and a lever type. It has. Although described in connection with a ship of FIG 388～ Figure 395, the ship, additionally, receives information from the measuring device comprises a computer program and a computer for changing the operating variables and / or control one One is schematically shown at 34. The features of the hull are further depth and buoyancy 4058 on each side, trying to reduce rotation when the keel is retracted. Another feature is the hollow shape of the hull between the contact parts of the keel assembly. Thereby, the bow wave under the main hull can be caught and the ship can be lifted. Furthermore, the ship can be easily leveled, water resistance can be reduced, and fuel costs can be improved. The keel assembly has an injector 3866. The injector 3866 is a part of the nacelle 4039, houses an electric motor or IC engine 4044, and is nested corresponding to the recessed portion of the hull 4001a. This is shown in the line of Fig. 379-382. Optionally, the access hatch shown here may be provided. The post portion 3876b is integrated with the keel element 4005. As the ship travels with mechanical power and is being advanced by a propulsion device, the force of water on the sinking part of the post and the air resistance to the hole will try to rotate the hull counterclockwise. And the front and rear hydrofoil needs to be in a position to rotate the hull counterclockwise. Correcting this increases resistance. When the ship raises the hull above the water and navigates by wind power, the resistance of the sunken part attempts to rotate the ship clockwise, and the front and rear hydrofoil rotate the ship counterclockwise. Must be in the opposite arrangement. This again increases the resistance. The optimal situation is that the ship navigates under both wind and mechanical power so that the rotating loads balance each other, and the hydrofoil is in a position where the resistance is low so that the optimal fuel cost is achieved. To be placed in. Ship Figure 385 through Figure 387, the rear engine 4009, only additional transmission 4009a and a propeller 4008 is adapted to move backwards. In another embodiment, the transmission additionally has a variable drive ratio, as described herein. It is practically inconvenient for a hydrofoil that runs on a hull out of water to have a mode of moving backwards. In the event of an emergency, if a backward drive is required, the ship will first slow down, put the hull into the water, cause it to substantially stop, and move it backwards. Most hydrofoil boats, often not attached to posts, even if they have a separate power and propulsion mechanism that can move backwards for use when the hull is underwater The power and propulsion mechanism mounted on the keel element is not required to move backwards. On large merchant ships, when the hull is in the water and docked and maneuvered to make it more cost effective than incorporating each rearwardly movable object that powers the keel element / post assembly It has another low power propulsion mechanism that can only move backward. Another argument regarding having such another mechanism is that traveling forward at high speed on a hull coming out of water and slowly maneuvering the hull under water requires completely different power, There is an argument to design a propulsion mechanism (such as a propeller or water jet). If each propulsion mechanism and power mechanism is designed for its function, energy use can be optimized compared to a single power mechanism that does everything in all situations. The small ship as shown in FIG. 346 having one post does not apply much as described here, and it is more effective to incorporate a function of moving backward in addition to the transmission 4009a.

In a particular form, hydrofoil marine vessels have a hull design structure resembling the shape of a rugby or American football ball or the shape of a teardrop. Alternatively, the hull can take any shape. In yet another form, a hydrofoil marine vessel can have any number and layout of fixed or extendable / shrinkable hydrofoil posts, and in addition, an appropriate number of sails and masts of any height. In addition to being able to be arranged in an appropriate layout, any appropriate rigging layout can be taken. The reduction and optimization of hydrofoil drag as described above and the additional power provided by the wind are the most economical forms of practical maritime transport. Any type of wind propulsion device, or a combination of wind propulsion devices, can be used, including one or more aircraft wings, one or more kites, and / or one or more Includes sails on multiple masts. If masts are provided, it will be more economical by placing them in an already structurally reinforced hull. Single post layouts and twin parallel post layouts have already been described. FIGS. 388 to 395 are schematic diagrams schematically showing examples of design forms of a marine vessel, showing an alternative structure of the hull 4001 and alternative layouts of various posts 4004 that emerge from the bottom of the hull. The post 4004 is indicated by a broken line. An additional sail mast 3861 is also shown, with 4003 indicating the main direction of travel. An additional solar cell array disposed on the upper surface of the ship is shown at 71. The hull structure of each ship is suitable for a large commercial ship, with the exception that the structure shown in FIG. 388 is suitable for a medium-sized ship such as river transport. The vessel includes at least one rudder 14, one lifeboat or liferaft (dashed line 29), at least one white rear light 16, a red port light 15, a green standard light 15a, and at least one steering control. And an upper structure (broken line 30) having a wheel housing and at least one lever type integrated propulsion speed / reverse control unit. Each post is in the form of a keel element and / or hydrofoil assembly (not shown) with the ends additionally including the configuration described above. Although propeller 4008 is shown at the propulsion device associated with a particular post / kernel element, the propulsion device may be other configurations such as a water jet. In the form as described above, a propulsion device having a “push” structure is shown behind the keel element. Alternatively, a “pull” structure propulsion device disposed near the front of the keel element may be used. Alternatively, it can be mounted at another appropriate position. The rudder can be mounted on any keel element associated with any post. The size of the hull is not limited to that shown in the drawing.

  As an important form, at least one of the various parameters described below is determined, controlled, and / or changed manually and / or in a computer program, or a combination thereof. The latter depends on whether one or more engine speeds are combined or separated in different situations or at the same time, propulsion device thrust directions are combined or separated, or rudder positions are combined. , Whether or not the hydrofoil posts are stretched together, separated from each other, the keel element angles are joined together, the hydrofoil attack angles are joined together, There may be a combination of different degrees of extension to the configuration, or a different angle or position relative to the hull in the wind sail, wing or kite. To change these parameters directly or indirectly, any computer program is loaded using any suitable technique onto one or more computers provided with various electronic circuits. Such an approach, which additionally includes the determinations, controls and / or variations described above, is by any suitable technique. Any suitable approach may include the use of electromagnetics, servo motors, and / or hydraulic fluids used with hydraulic motors or pumps in one or more actuation mechanisms. The computer is mounted at an appropriate position on the hull or inside the hull. The computer is additionally configured to receive an electrical or electronic signal from one or more sensors or measuring devices for determining at least one or more conditions, and The computer program is additionally configured to be able to process data from these multiple sensors or measuring devices. These conditions include forward speed, wind direction, wind momentum, wave height and average value, distance between waves and average value, angle from standard vertical position of the hull, water depth, proximity to objects Distance, speed of movement of nearby objects, fluid pressure in any actuator installed on the hull, temperature of the fluid, one or more partial temperatures of any engine, one or more partials of any engine The pressure of the fuel engine, the composition of the exhaust gas of the fuel engine, the outside air temperature and / or the outside air condition of any enclosure for the operator, the speed of the fuel used, the amount used and / or the amount of unused fuel, etc. In yet another form, the computer and the computer program are included in every ship according to the present invention described above.

FIG. 388 shows a relatively long and narrow hull where the space of the wide divided posts in a row is more realistic. In general, the path of the anterior post / carina element is complex and results in inefficiencies, so every post / carina element is located rearward. Since the propulsion device causes further complication, the propulsion device is generally disposed behind a small ship. The hull shown in FIG. 389 is suitable for a large merchant ship such as a container ship. In addition, the four side posts are rotatably mounted, and the central front and rear posts are configured to be telescopically telescopic as will be described later. If the ship has a mast, it should be placed in a position that will not hinder the container from being raised or lowered by the quay crane. A large-sized oil or goods transport hull or container ship having a shape resembling a teardrop as shown in FIGS. 390 to 394 has a few advantages, but has several merits. Today, the largest commercial ship hull has an elongated shape to reduce water resistance. In the case of large commercial hydrofoil vessels according to the present invention, where the hull is almost always out of the water, these restrictions no longer apply so that a safe large hull can be built. A large tanker disappeared suddenly, especially off the coast of South Africa, and it is speculated that it broke into two and sank in an instant. This is attributed to as much as 300,000 tons of oil. In the sea, swells with a height of 20 to 35 m sometimes gather along the length of the ship. When the torsion is pushed against the hull many times, the middle part of the hull is lifted up and heavy loads float in the air. By continuing, the hull will break in half. The hull in the shape of a teardrop is formed in consideration of such danger, and the middle part of the hull is structurally strengthened so that the stern and the bow are not loaded. Other ships also suppress capsizing. Also, a pirate ship that is very suitable for the ocean resembles a teardrop shape. The objection to such a shape is that container ships and passenger ships, in particular, are not suitable because they must work with the quay. However, large tankers and bulk carriers are connected to buoys or anchors when loading and unloading loads and people, so there should be no problem with the shape of teardrops. If the teardrop-shaped ship is widely applied to general commercial cargo ships and passenger ships, the connection position with the quay can be provided in the middle part of the ship. Large oil tankers require a double bottom and are costly, but if the teardrop shape is adopted, the ratio of the surface to the volume can be reduced and it is economical. The reason for the double bottom is because oil leaked from tankers frequently due to grounding, and this risk tends to be reduced by adopting a double bottom.
The considerable benefits of the teardrop shape and other forms of hydrofoil tankers described here are that in normal operation all of the hull is out of the water, so the post, keel element, and even the hull There is no damage, so the risk of leakage as described above can be further avoided.

The configuration shown in FIG. 390 is a hull suitable for a ship of a type that loads many loads behind the hull. The hull is provided with two rear power posts and one stabilization post, and is additionally provided with steering means. The hull shown in FIG. 391 is formed with posts laid out in a cross shape, and has a wide beam. Moreover, it has a central parallel post provided in a fairly large space for wind power so that it can cope widely with weather conditions. FIG. 392 is a hull having a wide ship, which enables installation of two sets of posts arranged in parallel and having different separation distances. Thereby, it can be set as the structure which the wake of the post | mailbox of the front group of 2 sets does not substantially obstruct the water flow accompanying a post | mailbox of a rear group. The structure shown in FIG. 393 is suitable for a large crude oil transport ship and / or a bulk carrier. These ships have wide decks, and masts can be placed vertically in any position. In some sized ships, the increased teardrop shape can hinder passage when passing through the Suez and Panama Canals. Therefore, it can be said that the above-mentioned teardrop-shaped hull is suitable for ships that do not pass through these canals. The shape of the teardrop is also suitable for a ship that is substantially powered by wind power. The hull having the shape shown in FIG. 394 is suitable for a large ship, but is also suitable for a small ship. Spaced apart wider than the front pair of posts between the rear side pair of posts each other of the two sets, if particularly so in the angle in FIG. 447, the force from the side due to wind shown by 4003a Can provide an appropriate balance. In a particular configuration, the computer program measures and determines the strength and direction of the wind, constantly adjusts the angle of attack of the hydrofoil attached to the keel element associated with the post 4004, and the vessel maintains a constant upright angle. It has become. Further, in order to assist the balance and the steering, a rear post indicated by 4004a is provided together with the above-mentioned front set of posts having a main gravity load. In another form, the post and / or mast are offset laterally. When sail power is important and the mast is structurally connected to or near the post, the masts are not arranged side by side or parallel, but are offset from each other. In addition, the optimum layout of the sails is connected by posts. FIG. 395 shows a large commercial ship such as a container ship. The ship has three posts on each side, arranged in a non-parallel relationship. Although the posts 4004 and the mast 3861 are arranged at equal intervals, the positions are shifted between one side and the other side. As mentioned above, most of this type of ship is so large that the mast can be placed vertically everywhere. The height of the mast on the merchant ship is limited to 70-90 meters above the water level line, which takes into account the clearance of bridges on the representative route. If the unloaded ship deck is 12m high, the actual mast height will be close to 75m. If the ship's beam is 40m in the structure of Fig. 395, the distance between the mast and the mast will be close to 50m, and the height-spacing ratio will be about 7-4, to capture the wind effectively. Is possible. In another form, wind thrust can be achieved at least in part by kites and / or masts obstructed at the top of the hull. In general, kites do not include large torsional loads or lateral wind loads like masts, but are effective in some weather conditions. Compared with a wide ship like FIG. 393, the torsional wind load applied to the mast is not a big problem. In another form, it can be any vessel shown in FIG. 425 from FIG. 346, to dispose the wind propulsion device of any type, including those that are not described herein. Such wind propulsion devices include one or more kites, one or more wings, and / or one or more sails on one or more masts. The sail may be of any configuration and is mounted on the mast by any rigging means.

  Having a larger width-length ratio than the conventional configuration can provide a large merchant ship with several advantages. Overturning can be reduced, and the bending moment of the mast can be reduced in a sailing ship, and the bending moment of the hull under a side wind load can also be reduced. (This idea probably comes from where the pirate boat is relatively wide but has a tapered end) at a certain volume and length If the length of the ship is shortened, it is possible to considerably reduce the type of the trag that has a speed regulation function. It also facilitates including a sufficient surface area at the bottom of the hull that allows large ships to glide across wave / water surfaces. In many instances, moving loads by sliding across waves is more efficient than pushing and moving the hull through water. A shorter run time for a given fuel will improve efficiency. In current merchant ships, it is difficult to design for gliding. The bottom of the hull is the maximum depth of clearance on a route, and the propulsion device must be located rearward above the position of the hull bottom. However, by using the telescopic mechanism described herein, it is possible to have one or more telescopic propulsion devices and / or a steering mechanism such as a rudder. If there is no telescopic mechanism or only a small hydrofoil, the hull is not lifted except for water and the ship is empty, empty and partially loaded, or all loads It will be designed in the state where it is applied. In today's ships, if the ship is large, it is not necessary to slide the hull underwater in the presence of very high waves or swells. In another form, the ship is designed to operate in one of three modes: a mode in which the hull is placed in water, a mode in which the hull is slid, and a mode in which the hydrofoil is flushing with the hull. The telescopic mechanism can function as a hydrofoil in a sufficiently extended state, and can function as a propulsion device and / or a steering device in a state in which the telescopic mechanism is partially extended so that the hull can slide. Furthermore, it can function as a propulsion device and / or a steering device when the hull is completely underwater and the telescopic mechanism is fully contracted. In another form, any of the disclosed configurations associated with wide and / or large marine vessels can be applied to vessels of any width or size.

FIG. 515 to FIG. 517 illustrate a large ship designed for gliding. Figure 51 5 is an elevational view, FIG. 516 is a plan view, FIG. 517 is a rear elevational view. Schematically, the level line of the sliding hull 4001 is shown as 4002. The water level line when the hull is in water is indicated as 4002a. The forward direction is indicated as 4003. The hull is provided with six deck superstructures 30 including a wheel housing 31, separated by a line segment 13 into a sailor / passenger section 11 and a machine section 12, and the cantilever bridge is shown as 14. The wheel housing 31 includes two wheel type steering control units 28 and two lever type integral propulsion speed and reverse control units 32. The ship has a red port light 15, a green standard light 15a, a white rear light 16, and a lifeboat 29 suspended from davit. Four propulsion modules that are attached to the top deck of the hull (not shown in the rear elevation view) and that can be extended from and retracted to the respective recesses 19 of the stern of the hull. There are 18. Each module 18 includes a propulsion device such as a propeller 20 that receives power from a combustion engine or an electric motor, and a small hydrofoil 21. In general, wind power can replace engine power in some conditions, which saves fuel. In another form, the wind propulsion device (wing, one or more mast sails, one or more kites) is large enough to propel the hull alone under optimal wind conditions. There may be. The hydrofoil is responsible for controlling the pitching of the front / rear of the ship and also assists in lifting the ship to make it run. The hull has three longitudinally extending protrusions and two longitudinally extending recesses 23 to provide directional stability. The hull further includes a rudder 24, a stern thruster 25, and a bow thruster 26. In traveling on an open water surface, turning can be realized by changing the power on one side and the other side of the propulsion device. When traveling at low speeds in restricted water areas, maneuvering uses the stern thruster 25 and bow thruster 26 together to provide weak power to the propulsion unit and use the rudder as a non-emergency backup role. Can be realized. In addition, the ship is provided with one or more computer programs and computers. In the figure, it is shown as 34. These by, receives information from the measuring device as described with respect to the ship shown in FIG. 395 from FIG. 388, changes and / or control the operation. In another form, the wind propulsion device is configured with one or more wings, one or more sails on one or more masts, or a combination thereof. Moreover, you may comprise with a kite, or you may provide the structure which implement | achieves the propulsion which is not based on another wind force. Further, the present invention is not limited to the above-described form, and the number of the propulsion modules 18 may be any number, the position of the propulsion module 18 may be anywhere, the arrangement may be fixed, and it may be removably attached. It may be a thing. Further, the upper structure of the hull is not limited, and any number of protrusions or recesses extending in the longitudinal direction may be provided or may not be provided at all. Cargo can be placed inside the hull below the upper deck, on the upper deck, or both. In another form, the ship has a sufficient hydrofoil surface mounted on a propulsion unit that includes a hydrofoil post or one of the post assemblies described above, allowing the ship to be lifted completely by pushing away the water. . In addition, the ship can be moved in three modes: a hydrofoil ship, a planing hull ship, and a suitable underwater ship ship. As another form, any of the features of the marine vessel shown in FIGS. 388 to 395 and 515 to 517 can be applied to a small marine vessel.

  In certain configurations, the extendable / shrinkable hydrofoil post can be provided on a large marine merchant ship of any size, such as a cruiser, passenger ship, container ship, bulk carrier, large oil carrier, etc. Alternatively, it is possible to perform an expansion / contraction operation provided by any suitable means including that by a rotational operation. In these drawings, the hydrofoil post is inclined from the top toward the rear. Thereby, everything that the hydrofoil post takes can be deflected, and the risk caused by the obstacle in the channel can be reduced. As yet another form, hydrofoil posts can be arranged at any angle measured in the vertical front / rear surface. In general, the largest suspended matter in the ocean is a swept container. And a small ship will receive a considerable damage to a post at least, and when driving | running | working in the state where the hull is on the water, if it collides with such a drifting object, a tremendous damage will also be caused to a keel element. It is rare to collide with a whale. This is because the whale can sense that the ship is approaching and move away. However, collisions with whales are not completely absent. For these reasons, hydrofoil operation is suitable for large ships with larger posts and keel elements. Almost all large ships are designed for the above-mentioned draft, and the bridge is restricted by its route and port. Therefore, for a large commercial hydrofoil vessel, the hydrofoil should be close to what can be fully contracted. Even in large ships, hydrofoil posts may collide with objects of various sizes. Alternatively, a protective shield, additionally a sacrificial shield, can be mounted on the front of the hydrofoil post. This shield can additionally be designed to increase the flow around and behind the hydrofoil post to reduce water and air resistance. The protective shield or device can be fixedly or simply mounted against energy absorption, including springs and fasteners that deform under load. Also, the protective shield or device can be mounted on any type of post on any type of marine vessel with a fixed, rotatable, elongating / contracting member. Alternatively, the keel element and / or post may be provided with an advance mounted probe that includes sonar and / or underwater lights and a video camera. The probe may be fixedly mounted, or may be mounted on an energy absorbing device including a spring or a fastener that deforms under load. In yet another form, there is no separate probe, instead a sonar and / or underwater light and video camera is mounted on or within the keel element, mounted on the hydrofoil or within the hydrofoil, post There is also a configuration in which it is mounted on the lower front portion or inside the lower front portion, or mounted on the protective shield or inside the shield. When mounted on or within a post, the device is provided in any protective shield. In yet another form, if the probe finds enough mass objects that could damage the post or keel element, or if the sonar detects it, the post will immediately wait, plus any probes will also wait. Generate a signal to the mechanism. In the case of a ship with only one or two posts, the hull is designed to be able to "fall down" safely underwater at the fastest speed when every post is in standby. It is preferable. For ships with more posts, this signal can be used to adjust a hydrofoil associated with a post remaining in the water, either waiting for one post or instantaneously losing post function. be able to. This makes it possible to accurately balance the ship and / or to achieve an orderly and progressive descent of the hull into the water. In another form, the hydrofoil post is pivotable by suitable means including a hinge element at the intersection with the hull, and additionally, the hydrofoil post is at the intersection with the keel element. But it may be turnable. In a specific form, a post is used with a parallel arm type structure similar to that used for drafting lamps and the like. The swivelable post can be found anywhere on the hull, including the side, and on the swivel post, post motion mechanism, post and / or keel element, and / or back side, such as a depression, recess, or dent. It can be mounted on a structure provided on the hull that fits the hydrofoil in the retracted position. Alternatively, at least one hinge or pivoting extension can be incorporated into any type of hydrofoil post, including those shown at 4004, and into a substantially vertical hydrofoil containing a rudder as shown at 4007. Can do.

Some of these configurations are shown in FIGS. 396 and 397 . 396 is an elevational view, and FIG. 397 is a plan view at A passing through the post of FIG. These drawings are schematic and illustrate a rotatable post assembly mounted on the lower side of a hull 4001 of a large merchant ship such as a container ship. The merchant ship has a plurality of post assemblies with keel elements, one of which is shown as providing lift and steering. Other post assemblies (not shown) provide thrust and additionally lift. In the illustrated post / carina element assembly, the main (first) post is indicated by 3841, the second post is indicated by 3842, and the actuating piston with the additional function of hydraulic movement is provided by 3843. The rotation point mounted on the hull is indicated by 3844, and the rotation point mounted on the post or keel element 4005 is indicated by 3845. The keel element has a rudder 4007 that can rotate around a front hydrofoil 4006 and a shaft 4007a. The main traveling direction is indicated by 4003. The front hydrofoil 4006 has a fixed portion 4010 located on the lower side of the main hull and a portion 4011 that can be extended / contracted. The extendable / shrinkable portion 4011 is configured to protrude toward the outer protrusion of the keel element and the main hull through the base of the fixed portion. This structure is intended to enable the entire hydrofoil system to stand by at or near the boundary of the main hull. Thus, locking and docking can be navigated without protruding past the main vertical surface 3860 on the side of the hull. In the situation indicated by the dashed line 3860 where the post and keel element are in the fully retracted position, the point of rotation has moved to a new position 3874, and thus the underside of the hull main bottom 3865 to facilitate movement in shallow water. It is possible to adopt a configuration that does not protrude at all or hardly. The keel element moves up and down in a plane that is generally parallel to the main side of the hull and a plane perpendicular to the water surface. A major depression or recess having a generally vertical surface 3871 is provided in the lower portion of the hull and is configured to fit the recessed post and keel element. Also, a minor recess 3864 having a generally vertical surface 3862 and an inclined or curved surface 3684 is provided at the bottom of the hull to match the hydrofoil 4010. The working piston has a buffer type device, which is a coil spring 3848 in this embodiment, and allows the keel element to move up and down with respect to the hull, which is like a car traveling on the road via a suspension. It is possible to achieve a state like a wheel that is mounted. The main post 3841 is protected by additional energy absorption and a deformable shield shown by the broken line 3849 in a place where there is a high risk of colliding with an object when the hull is outside the water, and is slightly toward the bottom. . The shield is additionally attached by compression means such as a spring 3850. Mounted on the keel element is a T-shaped probe having a T-shaped leg portion shown as 3851 that is telescopic, and the upper bar constituting the T-shape is shown as 3852. In addition, bar 3852 has two portions 3866 that rotate at position 3867. The portion 3866 is turned back or folded as shown as 3868 when the probe waits as shown as 3869. Further, the rod 3852 or the T-shaped head is configured as wide as the keel element including the hydrofoil and is aligned with the hydrofoil when the hydrofoil is fully extended. T-foot portion 3851 is mounted within hollow tube 3853 in the keel assembly and is actuated and / or restrained by suitable means including a hydraulic piston and cylinder assembly, as indicated by arrow 3854, and additionally A spring that retracts the probe to the back side may be provided. Alternatively, the T-shaped leg portion 3851 may not be telescopic or may be inclined to the elongated portion. Alternatively, the bar 3852 may not have a rotating part or a hinge part. In addition, the tube may have an electronic sensor 3855 that monitors the position of the probe. An underwater video camera and at least one underwater light may additionally be mounted on the probe. For convenience of explanation, FIG. 397 does not show the underwater video camera and the underwater light. As another form, you may provide the hollow part 3858 in a keel element or a post | mailbox for accommodating elements, such as a sonar, a camera, and a light. An appropriate opening 3859 may be provided in the protective element 3849. It should be noted again that none of these configurations are shown in the scale as accurate.

In another form, retracting the position of the post, keel element, and hydrofoil to or near the limit surface of the hull can also be applied to ships with telescopic posts. . For example, the configuration shown in FIG. 398 is an elevational view showing a part of the hull of a large merchant ship, which has one extendable / shrinkable integrated post 4004, a keel element 4005 having a rudder 4007, and a hydrofoil 4006. Is shown. In addition, 4003 of this figure has shown the main traveling directions of the said ship, and shows a water level line by 4002. A post assembly comprising a portion 4004 that can be retracted into a stationary sheath or portion 4004a effectively moves as a guide system. The sheath or fixed portion 4004a is structurally attached to the side of the hull 3860, and additionally, the sheath or fixed portion 4004a is configured integrally with the side of the hull 3860. In addition, it terminates inside an enclosure portion 3872 facing upwards of the deck 3874 and the laying 3873. The surrounding portion constitutes a part of a substantially vertical side portion of the hull and extends vertically from the side portion. A recess or depression 3863 provided with a substantially vertical surface 3871 is configured to accommodate the keel element 4005 provided in the side of the hull and retracted to the back, and another recess or depression 3864. Is provided at the bottom of the hull to house the hydrofoil retracted into the back. The ship additionally has one or more computer programs and computers, indicated generally at 34. These configurations receive information from the measurement device and change the operation and / or control as in the case of the ship shown in FIGS. 388 to 395 . As described above, the swivel movement of the post shown in FIGS. 396 and 397 and the expansion and contraction of the post shown in FIG. 398 are both in a plane substantially parallel to the side of the hull and perpendicular to the water level line. It happens. In another form, the rotation or expansion / contraction motion of the extendable / contractible post can be realized in any plane. The configuration shown in FIG. 399 is a cross-sectional view of a hull 4001 of a large merchant ship. The merchant ship has at least two posts 4004-keel element 4005 assembly. Among these, the keel element 4005 having hydrofoil has the same configuration as the keel element having hydrofoil shown in FIGS. 396 to 398 , and the keel element having the hydrofoil part 4011 that can be extended / stretched therein. It has a hydrofoil fixing portion 4010 penetrating therethrough. Here, the right side is retracted in the back and the left side is extended. The post 4004 extends from the stationary sheath portion, storage and / or guide system 4004a and contracts to the 4004a. The 4004a extends above the main deck 3874 and the laying 3873. In addition, the housing 3873 is configured with a dimension that surrounds the cargo 3875 and the cargo 3875. When the post- keel element is fully retracted, the keel element is nested in a recess or recess 3863 having a generally vertical surface 3871 and the hydrofoil is nested in a recess or recess 3864 having a generally vertical surface 3862. At this time, it does not protrude beyond the main bottom portion 3876 and the side surface 3860 of the hull. In another form, the single post, keel element, or recess or recess that houses the hydrofoil may have any shape. The end of the hydrofoil post configuration can provide any kind of sealing member, such as the circle shown at 4004b in the figure.

In the configuration shown in FIGS. 397 to 399 , the depression for the keel element and / or hydrofoil is part of the side of the hull and part of the bottom of the hull. In another form, the recess is provided so that it is completely at the bottom of the hull if the sides need to be well protected. For example, even a small vessel having a single telescopic stretchable / shrinkable hydrofoil post as shown in FIGS. 346 and 347 , a portion of the keel element as shown by dashed line 4005a in FIG. 347 By providing a recess for storing the above, at least a part of the configuration of FIGS. 379 to 399 can be applied. In another form, the axis of rotation of the rotatable and extendable / shrinkable hydrofoil post is inclined with respect to a horizontal plane. This allows the hydrofoil post / kernel element assembly to move downwardly perpendicular to the longitudinal center of the hull when the assembly is extended, as shown in FIGS. 396 and 397 . The element assembly allows simultaneous movement downwards away from the longitudinal center of the hull when the assembly is extended. This can provide a wide “truck” for a ship that is operated in hydrofoil mode, thus making it less susceptible to crosswind loads and increasing water stability. For example, FIG. 518 is a cross-sectional view of a large commercial marine vessel hull 4001 having at least one stretchable / shrinkable hydrofoil post-carina element assembly, and an elevation view 519 . Now, the shrinkage is completely protected from the sides by the hull. The water level when the ship is loading is shown at 4002, the water level when not loading is shown at 4002a, and the water level when traveling in the hydrofoil mode is shown at 4002b. The main traveling direction is indicated by 4003. The main hull bottom 81 has three protrusions 82, thereby improving the stability with water. All of the rotation shafts 83 are equally inclined with respect to the horizontal direction. In FIG. 519 , the anterior post 3841, the posterior post 3842, and the keel element 4005 in the intermediate position are indicated by solid lines, and the fully extended and fully contracted keel elements are indicated by broken lines. In FIG. 518 , the case where the keel element assembly is fully contracted is shown by a solid line, and the case where it is fully extended is shown by a broken line. The rear post has an inclined lower end indicated by 3842a so that the rear post does not attach keel elements even when fully contracted. The keel element has two extendable / retractable hydrofoils 4006 on each side, each hydrofoil 4006 having a fixed portion 4010 and an extendable / retractable portion 4011. The fixed portion of the rear inner hydrofoil 4006 has a pitch flap 4034 whose inclination angle is variable. The keel element has a front vertical hydrofoil or stabilizer (fin) 4029 and a large rear vertical hydrofoil or stabilizer (fin) on the side on which the rudder 4007 is mounted. The hydrofoil assembly is one or more electrically driven using a three-component telescopic piston 85 that is moved by any suitable means including hydraulic oil, or using an electric motor and / or hydraulic motor and pump. It expands and contracts along the direction 86 using a threaded rod. Additionally, any type of material indicated by dashed line 84, including a cross, is provided to one or more passages within at least one post. Such materials can additionally include at least one of those described below. (1) charge or cooling air for any kind of engine, (2) exhaust gas from an IC engine, (3) a power line extending to or from any electric motor or generator, (4) in a keel element assembly Hydraulic oil lines for any actuation mechanism, (5) multiple wires for one or more electrical or electronic circuits for sensors, controllers, electromagnetics, servo motors or other actuation devices, (6) ballast tanks Or (7) at least one fuel supply line and / or fuel return line to or from any engine or tank. In addition, this material may be transported between the post and keel element by a flexible and / or elastomeric enclosure 87. Additionally, the flexible and / or elastomeric enclosure 87 may be bellows or bellows. Behind the keel element 4005 is a combination of any engine and propulsion device 88 that provides propulsive force along direction 4045 during operation. In addition, a scoop or inlet shown at 4042 may be provided for cooling water and / or for the propulsion device. It is also possible to provide various depressions or depressions on the underside of the hull, including a main depression 89 for the keel element, a depression 90 for the working piston sufficient to perform the piston action, a plurality of posts A plurality of indentations 91 for the vertical hydrofoil and rudder 92 are included. A ship may additionally have one or more computer programs and computers. One of them is indicated by 34 in the figure. With these, it is possible to change and / or control the operation in response to information from the measuring device as described with respect to the ship shown in FIGS. 388 to 395 .

In further embodiments, any type of actuation mechanism is used to move the expandable / retractable hydrofoil post from one position to another. In a further embodiment, a sealing material and / or bearing material is used between two parts that move telescopically relative to each other and are part of an expandable / stretchable hydrofoil assembly. In important embodiments, when the parts move relative to each other, the liquid or paste is placed in any manner between the outer and inner elastic parts. At this time, for example, the liquid or paste is widely distributed over the entire surface portion of the component that can face each other and form a bearing surface. In a further embodiment, the sealing material also functions as a lubricating material. As an example, FIGS. 520 and 521 schematically show an expandable / retractable part 11. The part 11 is movable in the direction 13 inside the “fixed” part 12, and the part 11 and the “fixed” part 12 have an enlarged bearing surface 15 with each other to define a volume 14 between them. . In FIG. 520 , there is a lower annular flexible tube 16 and an upper annular flexible tube 17 that both receive a supply of fluid that seals and lubricates from the passage 18 and / or elastomer or flexible line 19. The fluid flows out through a series of closely spaced holes 20 (only a few are shown for simplicity) arranged in any number, each in the upper and lower rows and at any suitable spacing. Optionally, if the part 12 is expandable or telescopic, the fluid will flow further due to the pressure wave during delivery. In another embodiment, fluid does not flow except when expansion or contraction occurs. FIG. 521 shows a similar but slightly different arrangement. Here, a viscous fluid or paste 21 (such as machine lubricating oil (grease) or graphite compound) is placed inside the volume 14 and inside a special collar 22. In this embodiment, many pastes concentrated in the position shown in the figure include paste distributed across the bearing surface with expansion and extension and are maintained by gravity. For example, if the paste is only in the sealed portion, the paste is optionally not dispersed in the collar 21. In another embodiment shown on the left side of the centerline CL, the annular fluid gallery 22 is provided by the passage 18 and the flexible line 19 provides fluid to the bearing surface by the multiple passages 23. These are arranged in any manner. Optionally, material 21 is preferred as a lubricant or sealant, but if it is detrimental to the water environment, fluid may be supplied to the lower gallery 22. The fluid neutralizes the material 21 or otherwise chemically changes the material 21.

  The exhaust gas can be used to evaporate water, ie generate steam, in particular in the uncooled engine of the invention, especially in marine applications where water is directly available. In the system disclosed in this specification, steam is put into the second engine, the reciprocating engine part, and the steam engine part for operation, both of which are provided with a compound engine. In the following disclosure, reference will be made to exhaust gases. In another embodiment, the gas can be exhaust gas and air or a mixture of any other gases, or a combination of gases. In selected embodiments suitable for the ship's IC engine, the water in the exhaust gas treatment system that is attached to the ship and that is part of the ship is mixed with the exhaust gas, Drain together. In a further embodiment, hot exhaust gas is used in an exhaust gas treatment system attached to the ship and part of the ship to convert water obtained from the liquid into steam. And in the water which a ship advances, exhaust gas is discharged | emitted with the water in the humid gas which forms water. This provides a certain amount of additional propulsion to advance the ship forward. In another embodiment, the exhaust gas is mixed with water in an exhaust gas treatment system to help remove regulated pollutants including hydrocarbons, particulate matter, carbon monoxide and nitric oxide. In another and / or additional embodiment, the exhaust gas is mixed with one or more other substances, including substances in water and / or aqueous solutions, in an exhaust gas treatment system. By reacting the exhaust gas in this way, or in combination with other substances and / or water to form any other product, carbon dioxide (CO2), which is currently substantially regulated, from the exhaust. Partially remove. Optionally, the system for CO2 removal incorporates a carbonic acid component and optionally passes through a metal or filament substrate, or other system that combines with a salt forming acid in the processing system. In another system using water for CO2 removal, lime or calcium oxide is introduced into the water to form calcium hydroxide. Calcium hydroxide reacts with CO2 to form calcium carbonate, a precipitate that is later removed. In another embodiment, a system using water for CO2 removal comprises a solution of potassium carbonate or any other carbonate or any other substance, eg, as disclosed herein.

As schematically illustrating some of these embodiments by way of example, diagram 400 shows a portion of a ship's exhaust gas treatment system that passes under water. Here, the exhaust gas treatment system is attached to the hull skeleton 3901 and protrudes from the hull skeleton 3901, and 4003 indicates the direction of standard ship operation. The specially expanded exhaust pipe 3902 is made of any suitable material (including ceramic if necessary) and may be made of any suitable means, here a ring 3903, a compressible hermetic material 3904 and Attached to the hull by fasteners 3905. Also, the ring is attached to armor 3906 made of any appropriate material (including metal). The armor 3906 partially surrounds the pipe 3902 and has a series of narrow openings 3909 that allow water to pass through, but substantially does not allow debris or organics to pass through. The opening is shown as a tubular structure, but may be any suitable shape, such as a gradually changing cross-section, and may be any size or any number. The exhaust passage in the hull connected to the pipe 3902 has a ceramic lining 3907 as necessary, and the ceramic lining 3907 optionally has a compressible sealed material 3904 at the connection between the pipe and the lining. Here, the passage defined by the lining 3907 is widened as necessary to decelerate the gas velocity at 3908. Alternatively, the passage may be relatively narrow to provide a more rapid gas flow. Where it is desirable for the processing system to have some degree of thermal insulation, the material from which the pipe 3902 is made has thermal insulation, and / or a lining of thermal insulation is shown inside the pipe, as schematically shown at 3902a Applied. There is no specific measure of pipe thickness associated with insulation, and both the pipe and insulation may be of any suitable thickness. In operation, as the vessel travels forward, water passes through the armor opening 3909 and enters the exhaust pipe through a series of holes 3910, which are selectively sized and configured. At this time, water enters in the form of droplets, jets, sprays, running water, or some or all of these, as shown at 3911. In another or additional embodiment, water or any other fluid is supplied via a pipe or passage 3910a and injected, dripped, into the exhaust and / or other gas streams at 3911a. Inject or press fit. In a further embodiment, any solid, liquid or gaseous material that reacts or mixes with at least some of the exhaust gas is gasified at any location of the pipe 3902 by any delivery means (including means of 3910a). Is introduced. Once the exhaust gas has flowed into it, jets, droplets, sprays or flowing water have sufficient time to evaporate and / or boil some or all of the water, due to the kinetic energy and turbulence of the exhaust gas, Divided into smaller structural units. Some or all of the pollutants including CO2 in the hot gas will react with water and any other material introduced into the water to form new materials. The resulting exhaust gas, the substance to be introduced, the newly formed substance, and a mixture of liquid and gaseous water are shown at 3912. The conversion from water to steam creates a high pressure region at 3913. This creates a propulsive force in the direction of arrow 3913a and creates a gas strut in the surrounding water 3914, such as the gas / water boundary schematically shown at 3920. Further reaction may optionally be caused by any suitable method (such as a method for removing pollutants in the exhaust gas) in the pipe in the region indicated by brackets 3916. This removes the introduced material and / or newly formed material. For example, a filament cartridge and / or other material 3915 as disclosed elsewhere herein is contained in a pipe and held in place by a retaining ring 3917 and fastener 3918. The filament material and / or other material optionally comprises any configuration that reacts with the components of the exhaust gas and / or other substances to form new substances. Optionally, the filament material and / or other material includes a catalyst to promote the reaction and accelerate the reaction rate. After an operating period, many or all of the filaments have been eroded or worn by reaction with carbonic acid and the filament material cartridge needs to be replaced. If necessary, the sensor may be installed at any appropriate position (such as the position shown at 3919). This measures the amount of any contaminants or substances that exit the exhaust pipe 3902. In a further embodiment, the characteristically structured lighting is placed on the ship at a location that will be readily apparent to law enforcement personnel, and any extraneous material and / or any other contaminants are discharged into the water. Illuminate this light when you are. In operation, exhaust gas is introduced at 3908 and brought into contact with water at 3911 so that the gas heats the water and converts at least some water to steam. And some of the water, or some of the constituent hydrogen and / or oxygen, will react with some of the contaminants to form a relatively harmless material. Any solid or particulate matter in the exhaust gas is wet and heavier and is slower so it is easily supplemented with filament material or other material at 3915. In another embodiment, the exhaust pipe 3902 is divided into two or more regions, one positioned behind the other and optionally including one or more catalyst and / or filament materials. Have each other. Each region optionally has its own water delivery means. One or more areas will remove regulated pollutants, while optionally, one or more other areas will remove normally unregulated CO2. In one example, FIG. 401 shows an exhaust system that includes multiple processing zones, and standard vessel operation is shown at 4003. Features and structural details are similar to those in FIG. 400 and are numbered the same. The discharge processing module 3922 that does not require water is disposed in the passage 3908 by the adhesion of the pipe 3902. After removal of the certified contaminant, as described above with respect to FIG. 400, passed through the gas exhaust pipe 3902 for removal of any other contaminants or materials. Here, a more robust armor 3906 is provided to protect the pipe. Armor 3906 is optionally installed in connection with the pipe so as to create a high pressure region around the water 3921. In further embodiments, the exhaust gas is not directly mixed with water, but instead water is obtained from the exhaust gas by any suitable method, including those disclosed elsewhere herein. Pass through a heat exchanger. In this case, the exhaust gas may be separated from the water product and discharged either in water or in air. In a further embodiment, air or a mixture of air and exhaust gas at the desired temperature and pressure to interact with water, and optionally to form steam to provide propulsion at 3913a, Enter the pipe at 3908. The principles and innovations shown in FIGS. 400 and 401 can be embodied in any suitable location, such as pipes or passages located within the hull of a ship, and in the hull or other parts of the ship. Exhaust gas is discharged from any suitable location, in any manner, to either below the water surface or above the water surface.

In selected embodiments, it does not have a separate gas discharge pipes as shown in 3902 in FIG. 400 and 401. Rather, the exhaust gas or other gas may optionally be impeller or propeller along the center of rotation of the navigation control system operated directly or indirectly by any means including an IC engine and / or electric motor or the like. The gas is discharged along with a gas passing through a hollow drive shaft to which a propulsion device is attached. Any of the embodiments shown in FIGS. 341 to 399 may alternatively, the gas in the duct, may be passed through the interior of one or more hollow rotary shaft mounted to the propulsion device such as a blade or a propeller. As an example, FIG. 402 schematically illustrates the principle of its simple form. Shown here is a stern 4501 of a propeller driven vessel including a suitable bearing 4510 and a hollow rotatable propeller shaft 4502 attached to a gland or seal 4511, and a typical vessel progression is indicated at 4003. . The interior of the hollow propeller shaft 4502 carries a hot exhaust gas stream 4503. In the right area “A” or ahead of the right area “A”, a shaft at the inboard end is mounted on a bearing (not shown) to receive a gas supply via a connector and a seal and IC Rotational motion is provided by an engine, electric motor or transmission (all not shown). Arbitrary insulation is shown on the inside of the shaft 4502, schematically shown in dashed lines at 4502a. An opening mechanism 4504 is installed at a position where the shaft bell supports the propeller blade 4505. The conversion of water to water, water vapor, and / or a mixture of steam at 4506 is performed around the diameter 4507 of the column of gas accelerated at higher pressure (initially to a greater or lesser extent in the lateral direction). Produce in water 4509. The water-gas boundary is shown schematically at 3920, and gas is expelled from the propeller hub in direction 4508 to create some propulsion as needed. In addition to providing some propulsion, this gas “pillar” improves propeller performance in two directions: the gas column is water in the core of the propeller just behind itself. The gas column allows a large hub ratio to the overall propeller diameter and, as a result, reduces the inefficiently restricted passage between the blade roots. it can. Alternatively, a propeller having more wings for a given passage area may be constructed. Optionally, the hollow propeller shaft is an effective discharge treatment system along the lines described above and may be of any suitable length, including, for example, the length of the stern propeller blade. The hollow propeller shaft may also be provided with any device that assists or accelerates the chemical reaction. Examples of the apparatus include a filament material including or not including a catalyst, and the apparatus is provided at any appropriate position as indicated by 4512, for example. Exhaust gas treatment may be such that regulated emissions are reduced and / or CO2 is reduced, and the system is located in a very obvious location inside the ship to signal some kind of system malfunction. You may provide the sensor and illumination which are installed in. FIG. 402 shows an exposed propeller. In another embodiment, the above principle is applied to a stored propeller, vane or other propulsion means and is illustrated by the example shown in the subsequent figures. The principle of gas flow through the center of drive rotation may be applied to any gas, for example, exhaust gas without contaminants and / or any supply that is already disclosed herein and all later. Contains exhaust gas mixed with air from the source. Any of the hollow propeller shafts disclosed herein may optionally consist of a thermal insulation and / or have a thermal insulation lining applied to the exterior or interior of the tubular shaft. Well, it may consist of a constant or gradually variable cross-sectional diameter. Under the condition that it is overheated and / or under pressure, water of any temperature can be transferred by any method to the water / exhaust gas mixing point, or the combined pressure release and discharge points, for example It may be carried by a needle tube or passage within the propeller shaft wall thickness. Depending on the desired exhaust gas velocity, the diameter of the propeller core at 4507 may be adjusted relative to the diameter of the hollow shaft at 4502. If the diameter 4507 is small, some post pressure may occur in the exhaust system, which may be partially offset by the pressure drop caused by the Venturi effect of liquid flow through the edge of the propeller hub 4513. In selected embodiments, gas may alternatively or additionally be used to reduce the resistance between water and the surface of the propeller or vane wing. As an example, schematic diagram 403 shows a propeller shaft 4502 outside the hull. Any kind of gas, optionally exhaust gas, flows along the hollow propeller shaft 4502 (4503). The gas then flows through the hollow wings 4520 (shown by dashed lines at 4514 only in the upper wing), and alternatively is expelled into the water by a series of dense openings 4515 or finely penetrated. It is discharged by strip 4516. These are respectively arranged at the tip of the wing or near the tip. The forward movement of the ship in standard operation in direction 4003 results in a laminar flow of gas 4517 between the water and the wing surface, as shown only for the lower wing. A similar flow can be created throughout the propeller hub collection chamber by a series of dense openings, or fine penetrating strips placed at the front of the wing at 4519 or at any suitable location. An optional insulation is shown at 4502a. If desired, the features of FIGS. 402 and 403 can be combined by having two different gases or gas systems.

Not only in a retracted drive system, among others, current coaxial gas systems can tolerate gradually variable diameter propellers or vane hubs. This adapts the water acceleration across the wing. FIG. 404 shows this principle very schematically, showing a hollow propeller shaft 4502 emerging from the rear enlarged portion of the ship hull in the form of a driveshaft housing 4501, at 4503 gas passing through the interior of the shaft. Including. The shaft optionally has a heat insulator 4502a. Propeller blade 4505 is mounted on a shaft and is surrounded by a cover 4521 supported by a column. Further, the support pillars function as fins 4526 as needed, and are fixed to the drive shaft housing 4501. Optionally, a debris splash plate 4523 such as an insulator is attached to the tip of the column or fin 4522. The vane or propeller blade 4505 is anchored to the bell-shaped shaft end 4524 for water acceleration in the opposite direction to the standard forward movement 4003. A series of small openings 4505 takes just enough water into the shaft for the thermal energy of the gas, turning almost all of the water into steam, and passes at 4512 along with the exhaust gas through a decontamination cartridge or device, 4507 And produce some propulsive force at 4508. Outside the hollow shaft, water is taken into the system through a cross-sectional area represented by “A” at a rate approximately equal to forward motion; if the water flow is smaller than the cross-sectional area represented by “B” Speed is accelerated. Any gas system can be used to create a gas flow through the hollow shaft and bell-shaped end 4529. This provides some propulsion and a core gas cylinder at 4507. The core gas cylinder supports an accelerated water tube 4509 that passes through a region defined by “B”, which includes a gas-water boundary schematically shown at 3920. Further, in the arrangement of FIG. 404 may incorporate the features of FIG. 403. For example, gas may be passed directly through the cover 4521 and / or the tip of the fin 4522, the vane or propeller 4505, and the rear end 4501 of the housing. In another embodiment, the method of reducing the resistance of water flow across a vane / propeller wing, shroud, etc. by a very thin gas film between the water and the part surface comprises heating, preferably of the part It is established by heating at the tip. For example, in FIG. 403 , there may be a series of dense openings at 4515, which may alternatively create a heated area at a similar location. This heat causes a small amount of water molecules passing through the area to evaporate or boil enough to create a thin gas film. As a result, the gas film adheres to the surface under the optimum conditions for the laminar flow. It is possible to provide local heat by any means. Such means include, by way of example, as indicated by the dashed lines at 4516a in FIG. 403 , by an electric heater and / or directly by exhaust gas, or through a heat exchanger installed in the exhaust gas stream. Indirectly, depending on the fluid being circulated. When gas is used to reduce resistance, the gas is directed along the appropriate surface by exhaustion from a continuous slit. As an example, FIG. 405 schematically shows a cross-section through a hollow propeller or vane wing 4505, comprising a main portion 4525 and a tip 4526, these parts being any suitable means (bridges, clips, etc. at 4527). Structurally connected). Through a slit-like opening 4530, gas flows from the interior of the wing 4529 through the outer surface of the component 4525, with a laminar flow of gas through the body surface indicated at 4528. A heater 4505a is schematically shown for the purpose of heating a particular outer surface. When heating the gas, various thermal insulations can be placed inside the wing, as shown schematically at 4525a, thereby changing the surface temperature. The features shown with respect to FIGS. 403 , 404 and 405 relate to a rotatable propulsion device. In other embodiments, they can be incorporated into any subsurface portion of the vessel.

In selected embodiments of the ship, exhaust gas or other gas is introduced into the water flow past and / or through the voyage propulsion device. The voyage propulsion device includes a propeller or vane mounted within a cover or other housing that fully or partially surrounds the device, and the introduced gas is substantially free of standard forward motion. Gas exiting the rear of the device in the opposite direction. In a further embodiment, if the direction of rotation of the propulsion device is reversed, the vessel proceeds in the reverse motion by directing all or part of the gas flow introduced in this way forward. Currently available water jet drives (e.g. manufactured by KaMeWa in Sweden) have an intake and an extraction opening, which consists of a cross-sectional area of about 50% to 65% of the intake opening. This adjusts the water acceleration achieved by the vanes. To reverse the ship, the flow of water through the drive remains unchanged, but the splashboard is moved to a position behind the takeout nozzle to refract the propulsion from 130 ° to 180 ° from the reference direction. When the board and actuating mechanism, which is cumbersome and burdensome, is in a rearward position with respect to standard forward movement, especially when the drive is mounted substantially under water, the board and actuating mechanism are Pulled greatly. In a further embodiment, the gas is used not only to provide some propulsion, but also as a bulk in the drive to allow for the elimination of the backplate mechanism. Instead of reversing the vane's rotatable direction, water is sucked into a standard outlet, expelled through the standard inlet, and the reverse flow of the gas in the drive causes the water to accelerate and discharge Has achieved an effective reduction. As an example, FIG. 406 schematically shows a longitudinal cross-section of a stored propulsion device. The propulsion device typically comprises a forward vane or propeller 4531 rotating in one direction and a rear propeller or vane 4532 typically rotating in the opposite direction, these vanes or propellers being optionally Consists of different structures and / or dimensions. A standard forward direction of movement is shown at 4003. The rear vane or propeller is attached to a hollow drive shaft 4533. The hollow drive shaft 4533 is attached to a hollow drive shaft 4534 to which forward vanes or propellers are attached, which have a gas passage in a direction 4535 through the internal volume of both shafts. Gas exhaust holes 4546 are provided on both shafts. The outer shaft 4534 is rotatably attached to the hull or post rear 4536 or keel element by suitable bearings, seals and glands shown schematically at 4541. Optionally, other hull bearings are provided with a seal and gland that allows the internal flow of gas to enter the interior of the shaft or in the vicinity of region “A:” (not shown). Cover 4537 includes forward struts or fins 4528. These have an annular insulator 4542 at the tip that keeps debris, plants and marine life locked in. At the rear, a cover or fin 4539 supports an optional core-type rear bearing housing 4540. 406 is schematic and not an inevitable scale; the actual stern 4536 and post / fin 4538 is sufficient to support the cover 4537, post / fin 4539 and rear bearing housing 4540. The forward motion in operation is shown in the upper half of the figure, where water is 45 3 is accelerated by the front vane or propeller 4531 before mixing with the gas 4547 entering and exiting from the hole 4546. The water is then further accelerated by the rear vane or propeller 4532 to re- Mixing and pulling the cover back out to provide propulsion at 4508. It should be noted that the standard working blade 4531 operates with water free of air while the blade 4528 In this embodiment, a mixture of non-air-containing water, air-containing water and gas is used, and in another embodiment, gas is discharged from the shaft 4534 in front of the first blade or propeller 4531. The rearward movement by the ship is shown in the lower half of the figure, where the rotation directions of both shafts are opposite and the water is 45 4 enters the area stored at 4 and pushes water forward by vanes or propeller 4532 and mixes with gas at 4548. It then pushes forward again by vanes or propeller 4531 and remixes with gas leaving at 4545. Provides propulsive force at 4545. If the vane or propeller design is first optimized for forward motion, the propulsive force generated during reverse rotation at 4545 is the standard at 4508 This can be a small resistance to the propulsion generated during forward movement, but in many applications this propulsion is sufficient for low speed maneuvering or docking, optionally a protective lever similar to the lever in 4542. 4542a at the stern end of the post or fin 4539 It may be. This prevents entry of debris during reverse rotation. In further embodiments, the gas flow rate per unit speed is increased or decreased during reverse rotation propulsion. Such an increase in gas flow can be achieved by any suitable method. Such means optionally include the release of additional gas from the reservoir containing any gas (including exhaust gas) under pressure. The gas is collected during the selected non-reverse operation mode. Any type of gas can be used, including a mixture containing all or some of the following: exhaust gas, air, water vapor, steam, CO2, and the like. In another embodiment, it may include only one propeller or vanes same arrangement as the arrangement of Figure 406. The propulsion device is shown fixed in connection with the rear hull 4536 and cannot be used to steer the ship. In operation on a large commercial vessel with multiple posts and keel elements, rapid steering can be achieved by ramping the vessel and / or comparing the power on one side of the vessel to the power on the other side. It can be established to some extent by increasing or decreasing it. In another embodiment, a springboard that is swung to the extent of the propulsion hull and / or that controls and changes the angle is attached to the stern in the region shown at 4508. The spring board optionally includes a spring board that additionally functions as a reverse rotation mechanism.

In selected embodiments, the vessel has a covered vessel propulsion system. The marine propulsion system includes blades or propellers that are driven by a substantially concentric motor or IC engine. The electric motor or IC engine is arranged in the water stream from the blades or propellers or up to the blades or propellers. In a further embodiment, the covered ship propulsion system has a direction that is substantially parallel to the forward motion and the backward thrust generated by the propulsion system under selected operating conditions and / or when the ship is operating. Receive water from the direction. And the water supply is at least partly due to the ram effect. As an example, FIG. 407 shows a column / carina element structure with a water jet type drive mounted in a passage 4551, which is a generally regular or irregular tubular structure, along with the direction of normal operation shown at 4003. A cross section of 4550 is schematically shown. Water enters or is stuffed into the passage of 4543 through an optional protective grid 4542 and passes through and around the motor nacelle or housing 4552 and is driven by a shaft 4555 coupled to a motor 4556. Accelerated by blades or propeller 4554, exits 4508 to generate thrust. The motor nacelle 4552 is supported by struts or fins 4553 disposed in a covered water channel 4551 disposed in a pillar or keel element structure 4550. At least one strut is hollow to the carrier power circuit 4557 and the electrical control circuit. The stern protection lattice 4542a is provided in order to prevent the intrusion of fragments during reverse. An electric motor 4556 can be used instead of the IC engine. In another example, FIG. 408 schematically illustrates a generally similar configuration, where the motor nacelle is behind some vanes or propellers and is common in water jet propulsion systems. Occupies most of the explanation for reducing the subsequent cross-sectional area. Normal forward movement is indicated by arrow 4003. The vanes or propellers 4531 and 4532 are mounted on a counter-rotating system or shafts 4533 and 4534. The reverse rotation system or shafts 4533 and 4534 are coupled to an IC engine, shown schematically at 4560, mounted on a motor nacelle 4552. Motor nacelle 4552 is supported by hollow struts or fins 4553. Hollow struts or fins 4553 are disposed in a covered waterway 4551 disposed in a pillar or keel structure 4550. Supply air supply 4560, fuel line 4559, and electrical control 4558 are routed through pillar / kernel structure 4550 and strut 4553 that leads from motor nacelle 4552 to IC engine 4560. Optionally, the engine exhaust exits at 4561, mixes the accelerated water, and generates thrust at 4508, depending on the method described herein. In a further embodiment, the motor is an engine 4560, which drives one or more nacelle blades or propellers mounted essentially coaxially or in parallel. The nacelle is placed and supported on a column of covered waterways located on the pillar or keel element. Exhaust gas from engines mounted elsewhere is discharged into the water behind the motor in several ways included in the disclosure herein. The engine is optionally an inventive IC having a counter-rotating piston and cylinder structure, or an electric motor having a counter-rotating stator and rotor, one of which is rotatably mounted in the housing. As an example, FIG. 409 schematically illustrates a water jet type propulsion device located in a covered water channel 4551 of a pillar or keel structure 4550. Water enters from the passage of 4543 through the protective grid 4542 and is accelerated by the vanes or propeller 4531 and then discharged through the stern grid 4542a to obtain 4508 thrust. Normal forward movement is indicated by arrow 4003. The motor is mounted on the nacelle structure 4569 and drives the general shaft and vane / propeller hub 4565. The vane / propeller hub 4565 is mounted on the bearing 4566. Motor stator 4568 is attached to nacelle structure 4569, and motor rotor 4567 is attached to shaft 4565. One of the struts or fins 4533 supporting the nacelle structure is from an IC engine mounted on the other part of the ship, house motor power supply 4557, motor and gas sensor power control 4558, optional water feed pipe 4563, and The exhaust gas supply 4562 is hollow. Optional shielding is provided behind the 4570 motor. Arbitrary fins 4564 that assist the cooling stator portion of the electric motor are provided on the outer periphery side by side in the direction in which the fluid flows. Optionally, a separate circulating fluid for the motor cooling system may be combined with the nacelle, or the fluid may be passed through a heat exchanger mounted on or in the hull at some preferred location. It circulates down the pillar and up again. In operation, exhaust gas enters the processing volume 3911. The treatment volume 3911 is a place where an optionally salt-free water-limited product (designedly) is optionally mixed with the exhaust gas and the gas and / or any resulting mixture is Optionally, it passes through the contaminant removal cartridge 3915 to expel and generate 4561 thrust. In another embodiment not shown, the shaft 4565 is hollow, optionally, with a backing that shields thermally, and / or includes a contaminant removal device, the method shown in FIG. 403, the shaft front of the motor and Introduce gas behind some blades or propellers. Figure 407 - 410, 313, and 314 nacelle (described later) it can be mounted on the pillar-keel element or hydrofoil hydrofoil. Alternatively, they can be mounted on the hull of the ship or approximately below the water level line of the hull.

Optionally, the hollow impeller or propeller hub and / or part of the shaft has thermal insulation. As such, the heated gas heats a portion of the hub and locally evaporates or boiles the water passing through the hub. As an example, FIG. 410 is a diagram schematically showing a water jet propulsion device in an engine room. The engine compartment is mounted in a shroud-covered water passage 4551 (shroud not shown) located in or around a hydrofoil column or keel member or on a conventional hull. Engine chamber structure 4569 is supported on struts or fins 4533. At least one of these struts or fins 4533 is hollow. The general force movement direction of the ship is shown at 4003. In operation, water travels in the direction 4584 through the passage 4551 and is accelerated by an impeller or propeller blade 4531 attached to the hub 4565a. The hub 4565a is integrated with a rotating shaft 4565, which is mounted within a series of bearing and sealing assemblies 4566. The accelerated water flows through struts 4533 and generates thrust at 4508, and through holes 4575 at 4574 and through recesses that function as effective scoops 4575b and / or venturi devices 4575a. , Mixed in the front cooling fluid corridor 4572 and circulated through the motor stator 4568 fixed to the engine chamber structure 4569, and cooled through the passage 4573. Thereafter, the accelerated water flows into the rear fluid circulation corridor 4572. This water is withdrawn from the rear fluid circulation corridor 4572 via a hole 4577 by a venturi action 4575. The upper column 4533 is a hollow body and houses an electronic sensor and control circuit 4558, a power supply circuit 4557, an exhaust gas treatment fluid supply pipe 4563, and a passage 4562. The passage 4562 is optionally surrounded by a heat insulating material 4570 for the exhaust gas from the IC engine mounted elsewhere. The IC engine optionally drives a generator attached at another location to provide power to the electric motor in the engine compartment. For brevity, only two basic parts of the motor are shown. These two members are a stator 4568 that is directly or indirectly attached to the engine compartment structure 4569, and a rotor 4567 that is fixed to the rotating shaft 4565. The hot exhaust gas passes through 3908 from the passage 4562, moves into the front housing space 4586 inside the engine compartment structure 4569, and moves from there to the inside of the rotating shaft 4565 through the hole 4571. The rotation shaft 4565 is configured integrally with the hub 4565, and supports and drives the blade 4531. The inside of the rotating shaft is optionally provided with a heat insulating material lining 4570 that a part of the accommodation space 4586 optionally has. Since the front of this containment space is not insulated, the engine compartment structure 4569 becomes hot in the zone 4583, allowing some of the water flowing outside to be converted to evaporation and / or steam, at 3587 Producing a thin gas stream. A hole or hole 4582 is optionally provided in the hub so that water droplets or water vapor can enter the interior of the rotating shaft at 4583. After passing the axis of rotation, optionally with a mixing blade or bedal 4588, water enters the mixing or processing zone 4585 via passage 4563, internal annular corridor 4579, and one or more nozzles 4578. This zone is optionally a zone into which a fluid is introduced to assist in the removal of at least one selected contaminant. Nozzle 4578 directs this fluid to 4580 in a jet or spray. The water, optionally past the mixing zone 4585 lined with insulation 4570, optionally passes through an exhaust treatment device or cartridge 3915 held by a retaining ring 3917 and exits at 4561 and has a constant thrust. To communicate. Optionally or additionally, any exhaust reaction fluid may be introduced, for example at 4580, into the exhaust gas in the containment space 4586 located in front of the motor. In another embodiment, any type of exhaust treatment material, such as that shown at 3915a, is disposed in the receiving space 4586. Since the motor is arranged around the hollow shaft, it may have a relatively large diameter. Here, the motor is shown to be relatively long, and this combination of length and diameter allows for a large traction area and thus a substantially large output. In another embodiment, an exhaust treatment device or cartridge 3915 is disposed in the rotating shaft and / or in the receiving space 4586. Here, the refrigerant for the electric motor is water that moves the ship. In other embodiments, the refrigerant is any suitable fluid, including air, optionally supplied through struts. In yet another embodiment, the exhaust gas does not flow into the water and if the IC engine is mounted in a subsurface position in or above a hydrofoil, keel member, or column, the engine the exhaust gas is sent up through the column or hull, Fig. 342, FIG. 344, FIG. 352, and schematically shown in Figure 379, or from a location of the hull above the water, FIG. 412, FIG. 415 , and the method shown in FIG. 416, is released.

In one selected embodiment, a turbine stage of a reciprocating / turbine combined IC engine that powers the ship is installed and emits turbine exhaust below the waterline, thereby producing thrust. It is designed to generate. The turbine stage itself may be mounted below the water level line, in this case with an optional cover to prevent water inflow when not in use. Alternatively, the turbine stage may be mounted above the water level line, in which case the turbine exhaust is directed below the water level line. A reciprocating stage may be mounted near, on the side of, or in front of the turbine, or optionally with a thermally insulated passage that directs hot and high pressure exhaust from the reciprocating stage to the turbine stage; It may be attached to other parts of the ship. The reciprocating stage can optionally directly drive a propulsion device such as an impeller or propeller, and is optionally mechanically coupled to the turbine stage by a shaft and / or transmission and / or gearing. It may be. In another embodiment, the turbine stage is mounted in the vicinity, side, or front of the motor that drives the propulsion device, in which case the exhaust from the reciprocating stage is optionally prior to reaching the turbine stage. , it passes through the motor of the inner core as shown in Figure 410. The reciprocating stage drives a generator that provides power to the motor, either directly or via any controller. Optionally, water is introduced into the exhaust gas, optionally in a wholly or partially surrounding shroud, before entering or after entering the turbine. The electric motor may optionally be mechanically coupled to the turbine stage by a shaft and / or transmission and / or gearing. In a selected embodiment, the combined reciprocating / turbine IC engine turbine stage emits its exhaust below the water level to produce some thrust. As an example, FIG. 411 schematically shows a stern portion of a hull 4001 having a handrail 3873 of a large commercial ship. The normal direction of motion is 4003, the rudder is 4007, the stern white light is 16 and the central water level line is 4002, and the engine compartment housing protrudes at 4801 and fuses to the side of the hull. is doing. The members inside the hull are indicated by broken lines. The reciprocating engine 4009 drives the propulsion device 4008 attached to the engine chamber protrusion or half 4569 of the hull 4001 via the shaft 4008a to generate thrust at 4508. Here, the exhaust gas of the high-temperature and high-pressure reciprocating engine is sent to a turbine stage 4803 mounted above the water level line through an optionally insulated passage 4802. The turbine exhaust travels through another optionally insulated passage 4804 and exits at the engine room or housing 4801 at the rear facing port 4805 and produces thrust at 4561. One or more exhaust treatment systems including an exhaust treatment system for CO2 removal may be attached at any location within the exhaust gas flow path. For example, a CO 2 removal system 4806 is installed in the passage 4802. In another embodiment, the exhaust gas may additionally or alternatively, by the method shown in any of Figures 400-410, is discharged below the waterline. Air supply to the reciprocating stage and optionally to the turbine stage is from an upper deck (not shown). In another embodiment, the combined reciprocating / turbine IC engine turbine stage emits its exhaust above the water level to produce some thrust. This is as schematically shown in FIG. 412 as an example. Here, the same members as illustrated in FIG. 411, similar numerals. A propulsion device 4008 such as a propeller is attached to the projecting portion or half 4569 of the engine room of the hull 4001, and the transmission shaft 3807 and the drive shaft 4008 a are driven by the reciprocating stage 4009 of the combined reciprocating / turbine IC engine. Driven and generates thrust at 4508. High temperature and high pressure exhaust gas travels to a series of exhaust treatment devices 4806 via an optionally insulated passage 4802 and from this exhaust treatment device 4806 to an turbine stage 4803 via an optionally insulated passage 4804 Then, a constant thrust is generated at 4561. Optionally, the 4807 is provided with an air scoop for the turbine stage and / or the reciprocating stage, optionally supplied with air from an upper deck (not shown). The handrail 3873 is shown in a retracted state to minimize the effect of hot gas backflow. In a further embodiment, the members and disclosure of FIGS. 411 and 412 apply to hydrofoil ships. Here, all or part of the power and propulsion system is mounted in the keel member and / or in the lower part of one or more hydrofoil columns. In one selected embodiment, the entire reciprocating / turbine hybrid engine is placed within the enclosure or housing and mounted below the water level line. In many applications, the optimum rotational speed of the reciprocating stage output is different from the optimum rotational speed of the turbine stage shaft. In a further embodiment, if the rotational output shaft of the reciprocating stage and the rotational shaft of the turbine stage are mechanically coupled, the transmission includes the rotational output shaft of the reciprocating stage and the rotational shaft of the turbine stage. Between. In a further embodiment, the transmission has a variable drive ratio. Such a variable ratio varies the relative thrust of the thrust generated by the turbine stage relative to the thrust generated by the propulsion device to adapt to different forward speeds, different operating conditions, and different weather conditions. It is effective for. In another embodiment, the hull and hull configurations of FIGS. 411 and 412 apply to hydrofoil hulls.

FIG. 413 schematically shows, as an example, a nacelle or enclosure 4569 supported by a hollow post or fin 4553 attached to a portion of the hull 4001 in the principle forward movement shown at 4003. The reciprocating stage 4009 of the combined reciprocating / turbine IC engine is mounted in front of the nacelle to drive the propulsion device 4008, here the propeller, via a stub shaft 4821 for generating the thrust shown at 4508. ing. Alternatively, the propulsion device may be part of an impeller or water jet and / or covered as shown elsewhere. High temperature and high pressure exhaust gas from the composite stage optionally passes through a hollow passage 4817 having an internal insulation 4818 and including an optional exhaust gas treatment module 4806 as indicated by 4503. Alternatively, the positions of the passage 4817 and the insulation 4818 are opposite. The gas then passes and powers turbine stage 4803 in whole and / or in part to produce a constant thrust, indicated as 4561. Optionally, a scoop is provided as shown at 4813 to accommodate a sufficient amount of water as shown at 3911 to generate water vapor and / or steam in the expansion zone 4822. The hollow struts supply fuel air 4823 for reciprocating stages and also for any additional heat in the turbine stages, individual electronic control and sensor circuits 4558 for each stage, and external air supply to any circumferential plenum 4820 A passage 4812 for use. Passage 4817 is any rotating shaft that is optionally mechanically connected to stub strut 4821 and / or turbine stage 4803. Optionally, the latter linkage is via a transmission having an arbitrarily variable ratio, indicated schematically at 4816. Outside air from the plenum 4820 is supplied to the reciprocating stage as indicated at 4814 and, optionally, is also supplied to the turbine via passage 4815 as indicated at 4819. Optionally, the plenum includes subsystems that require one or two stage cooling, including, for example, a starter motor, lubricant or fuel, pump, compressor, etc. (not shown). In another embodiment, the combined reciprocating / turbine IC engine motor and turbine stage are mounted in an enclosure or housing below the surface of the water, and exhaust gas from the combined engine turbine stage is at least partially powered by the turbine. Supply. In one example, the configuration of FIG. 410 is installed by eliminating or reducing any mixing zone 4585 and / or any gas treatment device 3915 and in the turbine in that region, and optionally in any exhaust gas treatment device downstream. Can be applied. In another example, FIG. 414 schematically illustrates basically the same features as FIG. 413, with the motor replacing the turbine stage, here located at a convenient location in the hull. Functions similar to those in FIG. 413 are denoted by the same reference numerals. The rear of the nacelle or housing 4569 is the same as in FIG. 413, and is the same for shafts 4821 and 4817, any fixed or variable ratio transmission 4816, and any relationship to each other. The electric motor 4826 drives the propulsion device 4008, here the propeller, via the stub shaft 4821 to generate the thrust indicated by 4508. Alternatively, the propulsion device may be part of an impeller or water jet and / or covered as shown elsewhere. The hull 4001 optionally passes through an insulated passage 4562 to allow hot and high pressure exhaust gas from the composite stage located elsewhere to flow into the circumferential exhaust plenum 4825 as indicated by arrow 4824. Proceed through any processing module 4806. From the plenum, the exhaust gas passes through the hole 4571 in the shaft 4817 and proceeds through the exhaust treatment module 4816 to enter the turbine stage 4803 as indicated by 4503. Optional thermal insulation 4818 is provided on a portion of the inner side of the shaft 4817 and on the inner periphery of the exhaust plenum 4825. Hollow struts or fins 4553 attaching the nacelle to the hull include an exhaust gas passage 4562, an electric power circuit 4557 for the motor, individual electronic control and sensor circuits 4558 for the motor and turbine stages, and optional heat for additional heating to the turbine. Optional fuel line 4823 and optional turbine bypass or other outside air and / or optional components to enter any circumferential outside air plenum 4820 as shown at 4814 The outside air supply passage 4812 is included. In a further embodiment, all or a portion of the fuel supply system, and / or, at least partial electronic control of Figure 1, 13, 16 and schematically disclosed engine operating parameters 20, in FIGS. 407 to 414 Applies to any engine.

The power unit of FIG. 407-410, 413 and 414, any type of well accepted in the housing, used in any number or combination, hull, pillars, of any part of the ship, including keel element, and / or hydrofoil It can be mounted at any position. Although the drawings are referenced to show that the power units are mounted below the water surface, in an alternative embodiment they are mounted above the water surface. The reciprocating stage of the combined reciprocating / turbine IC engine is used to supply high-temperature and high-pressure exhaust gas to a plurality of turbine stages, and is arranged at an arbitrary location. In another embodiment, the power unit is mounted on one or more nacelles or housings attached to one or more hollow hydrofoils that are mounted in turn on the keel element. In a further embodiment, the foot of the hydrofoil column functions as a keel element. Three alternatives are shown schematically in plan view 415 and partial elevation 416 , where 4003 is the normal direction of travel and 4002 represents the water surface relative to the ship's hull 4001. Two rounded protrusions or housings 4831, such as nacelles, extend from the rear of the hull 4001 to provide a power unit, for example for turbine outside air and / or bypass outside air and / or motor cooling. Optional outside air supply 4543 flows into housing 4831 via scoop 4832. An optional photovoltaic (PV) array on the upper surface of the ship is shown schematically at 71. The vessel is shown by a broken line 31 including a lifeboat 29, a white rear light 16, a red port light 15, a green star light 15a, at least one wheeled steering control 28 and at least one lever-type propulsion speed and reverse control 32. A superstructure 30 including a steering wheel. In all three examples, the vessel is operated by a composite IC engine having one reciprocating engine stage 4009 mounted on the hull and two turbine stages 4803 provided in each of the housings 4831. The high-temperature and high-pressure exhaust gas flows from the reciprocating stage 4009 to the exhaust gas treatment system 4834 where any material including carbon dioxide is removed, from which it proceeds to each turbine stage 4803 via an optional heat insulating passage 4833. The reciprocating stage optionally supplies electric power via the controller 4836 and drives a motor generator 4835 that is optionally connected to the energy storage device 4838. A first example is shown at the top of FIG. 415 and optionally accelerates outside air to provide additional thrust shown at 4561 and / or outside air for a turbine that provides thrust shown at 4561. The motor 4826 is powered through a circuit 4837 that drives the turbine stage shaft and / or optional propulsion device 4008. A second example is shown at the bottom of FIG. 415 , where the turbine stage optionally accelerates outside air to provide additional thrust shown at 4561 and / or compresses outside air for turbine stage 4803. And / or for delivery, optionally connected to the propulsion device to rotate and mounted before that connection. Alternatively, the propulsion device in all three examples may be omitted, but any ram air obtained with scoop 4832 is sufficient to supply the outside air required by the turbine. The third example is shown in FIG. 416 , and the power unit on the water surface in the housing 4831 is the same as the first example. Here, in some or all modes of operation, additional electrical energy can be obtained via any controller and any shaft to provide thrust indicated at 4508 via rudder 4007 and rudder post 4007a. Power is supplied to an additional electric motor 4840 that drives the underwater propulsion device 4839 via 4008a. In any embodiment in this disclosure, the hybrid engine is any method such that it is an arbitrary ratio of the total energy at the reciprocating stage output shaft to the energy contained in the high temperature and high pressure exhaust gas for the turbine stage. Can be assembled with. The ships of FIGS. 415 and 416 are conventional ships or hydrofoil ships (the hydrofoil structure (optionally in front of the ship) is not shown), and the propulsion system and rudder shown in that case are underwater maneuvers. For hulls. In embodiments where the ship is a hydrofoil, the pillars, keel, hydrofoil and power arrangement are in accordance with any disclosure herein. A further example schematically shows an elevation 417 and a plan view 418 taken at section “A” where the keel element and the bottom of the hydrofoil 4004 are the same. The column has a protective stub keel 4006b in the normal direction of movement indicated by 4003. Two hollow struts or hydrofoils 4843 are attached to the bottom of the pillar, each having a movable pitch flap 4034. At the end of the hydrofoil, the nacelle or housing 4831 include any type of power unit 4842 is mounted, disclosed herein, and / or modification of the embodiment and FIG. 410-416 and 329-331 and 336 Any combination of the IC engine / motor / propulsion device used to generate the thrust shown at 4561. The hollow column 4004 and the hollow strut or hydrofoil 4843 include everything needed for the power unit and hydrofoil, including one or more optional insulated exhaust gas passages 4562, outdoor air passages 4812, Includes a power circuit for an optional motor 4557, an electronic circuit for a sensor and controller 4558, a hydraulic pipe 4844 for actuating the flap or for other purposes.

In a further embodiment, all drive and thrust members mounted under the water are made of any suitable material, such as ceramic material, plastic type material, carbon fiber and related materials, and stainless steel and / or Or stainless steel alloys such as similar alloys. Such drive members include propulsion devices such as impellers or propellers, drive shafts, motor housings, exhaust pipes, turbine engine members and the like. In another embodiment, outlets for fluids (including gases and liquids) that generate propulsion during movement may be used to prevent the inflow of water or other material effective to drive the member. A flap or other valve is provided that closes when the speed is reduced to a predetermined level. The flap or valve is mechanically actuated, either by operator action and / or automatically and by any solenoid and / or similar device and / or it is actuated by pressure and passes through the outlet Closes when fluid flow falls below a predetermined level. As an example, FIG. 419 shows a marine fluid outlet structure 4851 with normal movement in direction 4003, with a flap 4852 whose closed position is indicated by a solid line. In operation, the fluid flow 4561 repels the pressure of the spring 4853 biased to close the flap 4852 and maintains the flap 4852 in the open position as shown by the dashed line 4860. The flap is mounted on a fluid discharge passage structure 4851 having a substantially circular or elliptical cross section and is located outside the central axis indicated by 4854 so that the fluid flow biases the flap to the open position indicated by the dashed line 4860. Can do. The axis of rotation passes through the structure and is attached externally to an arm 4855 connected to a fixed point 4856 of the structure 4851 by an extension spring 4853. As the flap opens, its spring is stretched and aligned along axis 4858. The seal is provided as shown at 4859 and is hooked on ledge 4857. In another example, the cross-sectional view 420 and the plan view 421 schematically illustrate another embodiment of the closure of the fluid outlet structure 4851 having a generally circular or elliptical cross-section, with the normal ship travel direction indicated by 4003. Has been. Movement of the flap 4852 is controlled by a combination of a spring 4853 biased to a position 4860 to close the flap, optionally an actuator 4861 including a solenoid, and also cleans the end of the outlet when the flap closes, Controlled by a small metal flake 4862 mounted on the flap to project into the fluid flow past the outside of the outlet structure 4851. The flap has an arm extension having a spring fixed axis indicated by 4865 and an actuator fixed axis indicated by 4866, and is mounted on an arm 4863 arranged with the axis 4854 of the hinge 4864 integrated with the structure 4851 as a central axis. The solid line shows the flap assembly in its open state and the broken line shows its closed state as shown by 4860. When the flap is opened, the flap shaft and the spring shaft are aligned so that the thrust of the spring cannot move the flap. When the actuator begins to close, its axis is realigned and the spring functions to close the flap. In contrast, since the actuator shaft is aligned, the actuator can always move the flap. Both spring and actuator assemblies are optionally protected by a small cowling 4868 integral with structure 4851. The metal flakes of the flap function to open the flap when the movement of the vessel sufficiently overcomes the closing force of the spring, and partly facilitates the flap to be in a fully open position during vessel movement. It serves two purposes: it can be maintained, optionally providing a push-up force, indicated by 4867, greater than gravity to the flap assembly. In a further embodiment, the fluid outlet is mounted below the surface of the water and, if closed by a flap, any excess gas blow-through passage and / or a recess or collection that is also an optional pump to remove excess water. Water holes are provided. As an example, FIG. 422 schematically illustrates the outline of the rear of a hull 4871 having a fluid discharge structure 4851 when the flap 4852 is closed, and is a normal hull movement indicated by 4003. In some applications, the flap may close when the normal fluid flow 4561 does not stop as a whole, so that the passage 4872 causes the fluid 4873 that is still slowly accumulating inside the vessel. Or to any convenient location outside. In some examples, some water flows into the structure 4851 before the flaps are fully closed. Any kind of recess or water collection hole 4874 is provided with a drainage passage 4875 connected to the pump 4876 through which excess water 4877 is drained to any convenient location inside or outside the vessel. . In a further embodiment, the features of FIGS. 419-422 is applied to close the fluid inlet.

In a further embodiment, when the vessel is in motion, a thin layer of gas flow optionally penetrates between any submerged vessel surfaces to reduce drag and increase speed and / or fuel savings. Such a gas flow may also be disclosed as a laminar flow. In another embodiment, any location on the surface of the vessel below any water surface is heated to achieve some degree of local vaporization and / or boiling of water. The gas flow and / or heating may appear on any type of surface and may include any type of hydrofoil surface including a hull, hydrofoil column, keel element, and / or rudder. In one example, a plan view 423 , a cross-sectional view 424 obtained at the “A” portion, a cross-sectional view 425 obtained at the “B” portion, in the direction of the exhaust gas flow indicated by the unmarked dashed arrows, and Schematic of a keel element 4005 having hydrofoil 4006 capable of generating a laminar gas flow between water and metal flakes in the normal direction of movement, indicated by 4003, either directly or by local vaporization and / or boiling of water. It is shown as an example. The keel element is attached to a hydrofoil column (not shown) and any hot fluid such as exhaust gas is directed through the column. The hydrofoil surface layer 4897 is shown by a single line, its support structure is not shown, and the ballast tank 4895 and the fuel tank 4896 are shown schematically only in cross section. In the upper (left) hydrofoil, hot exhaust gas or other hot fluid flows along the insulated supply passage 4890 at any convenient location, here to heat the tip. It then flows through an adiabatic return passage 4892 to optionally provide thrust in direction 4561, including those disclosed herein. Insulation of the surface layer is omitted in the small strip behind the tip 4891, and the portion of the surface layer is provided with a gas membrane 4894 for passing at least part of the hydrofoil surface layer in laminar flow indicated by 4517. Sufficiently heated to vaporize and / or boil water enough to cause. In the lower (right) hydrofoil, the optionally hot exhaust gas under pressure is such that the gas appearing on the surface forms a small membrane that passes through at least a portion of the hydrofoil surface in the laminar flow indicated by 4517. Optionally flows along any insulated central and lower supply passages 4890 for passing through water through a series of closely spaced small openings 4515 disposed here along the tip, in any convenient location. . Optionally, a non-return valve is provided as shown at 4898 to maintain the pressure in the lower passage 4890 and restricts the entry of small particles of water through the opening under certain operating conditions. If the gas is hot enough, such water returns to the steam and provides additional pressure in the tip passage. In both cross-sectional views, the gas is schematically indicated by small bubbles 4899. The above summary of principles may be applied to aircraft. In a further embodiment, the hot exhaust gas is optionally and / or optionally passed through any partially insulated passage behind the aircraft wing surface for any purpose, including uncooled. . In another embodiment, hot exhaust gas or other hot fluid from the insulated passage is passed through fine openings in the surface of the aircraft wing surface for any purpose, including uncooled. In a further embodiment, the hot exhaust gas is used for non-cooling during engine warm-up before takeoff. In a further embodiment, at least a portion of the hot exhaust gas from the combined reciprocating / turbine IC engine reciprocating stage is used for non-cooling prior to take-off, a portion of which is diverted to the take-off turbine stage. The Schematic configuration of the aircraft is the same as that shown in Figure 423-425. The features disclosed in FIGS. 400 to 425, as included in the ship of Fig. 341-399, which can be combined in any way, what the case is suitable in vehicle and aircraft, disclosed herein including.

As long as suitable or unless applicable, the invention of FIGS. 325-340 relates to an aircraft, characterized, configuration, and disclosure may be applied to ships. For example, the engine of FIG. 329-331 and 336 may be mounted inside or on the hull or superstructure of all types of vessels, fast hydrofoil and other marine and / or vessels of the present invention Including. In the embodiment shown in FIGS. 400 to 422, if suitable, which any type of gas can be used, including vapor or steam, or consists thereof. If one or more of the combustion engine is shown in the ship of Fig. 341-425, the exhaust gas of such engines, hydrocarbons, selected containing particulate matter, carbon monoxide, nitric oxide and / or CO2 It may be treated as disclosed herein or in any other manner to remove contaminants and / or substances. Components of FIGS. 341-425, both feature or design is not depicted with one another in any particular ratio or any particular size, prior to any cover or enclosure surrounding the impeller or propeller or a Any internal cross-sectional area may have any convenient size and / or shape. The impellers and propellers in this complete disclosure are shown schematically and need not be shown in proportions, shapes or sizes for any particular application. The ship propulsion device referred to throughout this disclosure may be of any type, as long as the above-described embodiment is not used only for a specific propulsion device, such as a propeller, impeller or water jet, Archimedes screw, etc. Including. Any type of engine may be used to power the ships disclosed herein, including steam engines, Stirling engines, turbine engines, conventional reciprocating IC engines, and the engine of the present invention.

The exhaust treatment system of the present invention, including one for CO2 removal, is used with any engine or combustion process exhaust located in any part of the vessel for any purpose. Any suitable glands and seals are swirling including the hull, between the columns and the hull, between the columns, between the hydrofoils, to prevent water from flowing into the hull or any other component. Further, it may be provided in the vicinity of the joint between the fixed components and between the rotating shaft and the hull. In that disclosure, techniques that allow gas to generate thrust in water or perform other functions are generally disclosed in connection with the disclosed reciprocating IC engine. Such a technique can be used in combination with any engine. The water may be heated and / or expanded by any suitable means. The principles of the present invention apply to a single hull shown as an example, as well as a multihull such as a catamaran or a trimarine. The principles of the present invention also apply to vessels that are not mechanically driven, such as wind powered or solar powered vessels. As an example, mechanically driven ships are shown, some of which may optionally have sails. A ship with a sail can optionally operate under mechanical power when the hull is not underwater and under the sail when the hull is underwater. All hydrofoils related to the features disclosed herein are embodied in a ship powered by sail alone, or a sailing ship with an engine for emergency use only, such as a sailing ship for a particular deep sea race, for example. May be used. When a ship with sails and with or without an engine is under specific specific conditions of water, wind, actual wind direction, apparent wind direction and underwater speed, Wing devices are used to advance the hull only by wind power in situations where the entire ship or part of it is not underwater, regardless of whether the engine has been used to reach that condition. As long as suitable or unless applicable, the invention of FIGS. 325-340 relates to an aircraft, characterized, configuration, and disclosure may be applied to ships. For example, the engine of FIG. 329-331 and 336 may be mounted inside or on the hull or superstructure of all types of vessels, fast hydrofoil and other marine and / or vessels of the present invention Including. Expandable wings at a plurality of points of Fig. 338-340 may be mounted inside or on the hull or superstructure of all types of vessels, fast hydrofoil and other marine and / or the invention So that it is mounted below or above the surface of the water. As long as suitable or unless applicable, the invention of FIGS. 341-425 about moving through water fluid medium, wherein, configuration, and disclosure may be applied to move through the ambient air of the fluid medium, helicopters, airships, etc. It may be used for any movement through outside air applications contained within or on top of any kind of aircraft such as light aircraft, fixed wing aircraft, etc. For example, the opening is removed, if any water, such as Figure 400 is supplied through the supply portion 3910a is disclosed in FIG. 413 and 414, similarly to FIG. 400, 401, 402 and 404, fluid Suitable for outside air as a medium. If the reverse function is ignored, the features and disclosure of FIG. 416 are equally applicable to outside air as a fluid medium. In a slightly different outside air supply and accumulation of any fluid for exhaust gas treatment, features and disclosed in FIG. 413-418 are suitable for ambient air as a fluid medium. In FIG. 341-425, ships also, features and components which are also represented, not shown in proportion to each other at any particular scale and / or size. In further embodiments, the marine vessel of the present invention includes those made substantially from stainless steel type alloys and / or non-rusting and / or substantially corrosion resistant alloys, which are subsequently referred to. The cost is higher, but offset by a significant reduction in painting and maintenance costs. Costs can be further reduced by reducing the current safety margin, but take into account a significant reduction in metal and weld strength through rust and corrosion of the metal and its lifetime. Generally, stainless steel types and other selected corrosion resistant alloys are stronger per unit weight than conventional steels currently in use, so the ship structure and surface mass contribute to fuel efficiency and lower CO2 emissions. It can be substantially reduced to improve.

  The reciprocating engines, compressors, and pumps disclosed herein are likely to operate at higher speeds than conventional units, and in some applications it is desirable to reduce the rotational speed of the transmission, And / or for other purposes, it is desirable to reduce the rotational speed of the transmission. If the transmission is not a fixed ratio transmission, in most applications, a continuously variable continuously variable transmission (CVT) with an infinitely variable speed has a fixed ratio between 3 and 6. It is preferable to the automatic transmission. The staged transmission needs to be disconnected to some extent during the ratio change. CVTs currently in commercial use are generally limited to power requirements of less than about 100 kW (133 hp). It is an object of the present invention to provide a CVT for use in any application regardless of power requirements. This CVT provides for continuous power flow at a rate that can be varied indefinitely between predetermined parameters. The specific embodiment of the engine disclosed herein comprises two crankshafts, and the present specification includes a CVT suitable for use by two crankshaft power supplies and a single input shaft. A CVT suitable for use by is disclosed. It is an object to provide a CVT that has a theoretically infinite and friction-free contact area when traveling at a constant speed, unlike any commercial CVT known to the applicant. In some embodiments, there may be slight friction and power loss only during the drive ratio transition. This is also a feature of conventional CVT. In other embodiments, substantially no friction or power loss occurs during the ratio change. In addition to providing a variable drive ratio function, various elements of the transmission disclosed herein may be combined to achieve further objectives, including clutches, reversing mechanisms, differentials, power take-off sources, and Further functions can be provided in one unit, including, for example, a variable load distributor used to change the load between the front and rear wheels of a four-wheel drive vehicle. The transmission of the present invention is suitable for transmitting power to or from any type of engine, motor, compressor, pump, and / or rotating shaft. Also, the transmission of the present invention is suitable for attachment to and / or attachment to any type of aircraft, ship, vehicle, rail car, train or rail vehicle, industrial equipment and / or operating mechanism. .

  Here, a novel embodiment of a variable ratio transmission is disclosed. In general, to simplify the description and the drawings, and to provide a clear understanding of the steps of the present invention, only novel salient features are described, and descriptions of known common parts are omitted. In the disclosed transmission, these are optionally mounted in and / or incorporated within some form of housing. The housing may further contain any other mechanism including an engine. Further, the transmission optionally distributes heat to reduce and / or reduce friction and wear between at least some transmission parts and / or to or from selected transmission parts. A system may be provided. Such a system is hereinafter referred to as a lubrication device. In most embodiments, the lubrication device includes an application for circulating a fluid. When the fluid is a liquid, it is known that such a liquid may be used at the same time to lubricate selected parts and / or cool selected parts. Methods for using liquids in assemblies comprising both metal parts in contact with each other and friction materials in contact with each other are known, for example, as in the case of wet clutches. In one important embodiment, selecting a particular ratio to be used at all times and / or installing an actuator at a particular location that directly or indirectly determines the roller diameter is one or more. Can be controlled separately or together by a computer program. In another embodiment, the one or more computer programs position the one or more actuators such that the diameter of one roller is reduced while at the same time the diameter of the other roller is increased. Are determined, controlled, and / or changed directly or indirectly. Such determination, control, and / or modification is done by any suitable means. These means include, in one or more drive mechanisms, using a solenoid, using a servo motor, and / or using pressure liquid with a hydraulic motor or pump. In a further embodiment, any type of electric solenoid, servo motor, hydraulic motor or pump, or other actuator is installed in the housing that contains the transmission of the present invention, and the electrical circuit includes the housing. From the penetrating manual or automatic control device, it is connected to the actuator. In other embodiments, any type of hydraulically actuated piston, motor, pump, or other mechanism is installed in the housing containing the transmission of the present invention, and the pressure liquid circuit Is connected to a piston or other mechanism from a manual or automatic controller penetrating the housing. In important embodiments of the transmission disclosed herein, at least some of the following variable parameters may be manually operated and / or by a computer program or a combination thereof (manual operation: Are combined, used separately or simultaneously), determined, controlled, and / or modified. These variable parameters are: the combined speed or separate speeds of one or more output shafts, the temperature and / or pressure of air or gas in the transmission casing, any lubricating fluid and / or cooling fluid Temperature and / or pressure, speed and degree of transmission ratio change. Any computer program is loaded into one or more computers and provides, and possibly receives, electrical circuitry that is modified by any suitable means. Such means optionally include using a solenoid, using a servo motor, and / or using a pressure liquid with a hydraulic motor or pump in one or more drive mechanisms, as described above. The determination, control, and / or modification is optionally performed using a solenoid, using a servo motor, and / or using a pressure liquid with a hydraulic motor or pump in one or more drive mechanisms. By doing that. The computer is mounted in any conventional position on or in the transmission, or on or in the system of which the transmission forms part. The computer optionally receives an electrical or electronic signal from at least one or more sensors or measuring devices that measure one or more of the following items, and the computer program: Designed to process data from at least one or more sensors or measuring devices that measure one or more of them. These items include: input shaft speed and torque, ambient air pressure and / or temperature, pressure and / or temperature of any lubricating fluid, load from any system or engine to which the transmission is coupled. , Speed, and / or torque, load and / or speed of one or more output shafts.

  A basic embodiment of the invention includes a transmission system comprising at least two rollers connected by a resilient friction member such as a belt or band. Here, each roller is in communication with an input shaft, an intermediate shaft, and an output shaft as desired, and at least one of these rollers has a diameter that can be controlled and varied. Yes. This variable diameter roller always has a constant diameter at any point in its length, but this diameter is variable at different times. It will be apparent that such a system provides a variable mechanical transmission capable of transmitting high loads with low loss. This is because the contact area between the belt and the roller is not so great as to cause differential slippage at a certain ratio. This is different from current wheel and disk drive systems or belt and V pulley drive systems. Potential applications range from small cars to large vehicles including trucks and mining equipment, and any kind of passenger cars, helicopters and aircraft, as well as pumping and compression equipment, industrial machinery in general, small ships, Covers the largest ships. This basic embodiment is shown schematically in FIG. 426 as an example. In this figure, a roller 2 having a diameter unit of 2 (diameter 2 units) driven by an arbitrary power input shaft is shown by a solid line. This roller communicates with a roller B of diameter unit 4 by an endless belt C (the tensioning device is not shown). The roller B having the diameter unit 4 drives an arbitrary output shaft, and as a result, the output shaft operates at a speed half that of the input shaft. When the roller A is increased to the diameter unit 4 and the roller B is simultaneously decreased to the diameter unit 2 as in the configuration indicated by the broken line, the speed of the input shaft is assumed to be maintained constant. Then, it rotates at twice the speed of the input shaft and four times the original configuration. During operation, it is intended that such changes in gearing are made during power transmission and that the gear ratio can be varied indefinitely between two extreme values. Optionally, the ability of roller A and roller B to expand and contract from each other is balanced by any effective means including sudan disclosed below. Optionally, rollers A and B are spring loaded to increase or decrease the diameter, and the expansion and contraction actuation mechanisms of roller A and roller B are coupled so that when roller A contacts, roller B It automatically zooms in. These rollers can be arranged in any state or in any combination of states to form the transmission apparatus of the present invention. In a further embodiment, the CVT system further functions as a clutch. As an example, FIG. 427 shows a transmission device that also functions as a clutch in a schematic cross-sectional view. This transmission device includes two expansion rollers 1 and 2 connected by an endless band 3. The endless band 3 is longer than needed to form the drive between the rollers. An idler roller 3 operating as a belt tensioning member is provided for moving in direction 5. Obviously, if the input roller 1 is driven and the idler roller 4 is in the extended position and loosens the belt 3, the output roller is not driven. Driving is started gradually by moving the roller 4 inward in the direction 5 and pulling the belt gradually, whereby the system operates both as a clutch and as a variable drive.

In a further embodiment, the CVT system has multiple output shafts. In a further embodiment, the CVT system further functions as a differential. As an example, FIG. 428 shows a transmission device that also functions as a differential device in a sectional view. Here, the input roller 1 rotating at a predetermined speed is connected to two output rollers 6 and 7 by an endless belt 3. The two output rollers 6 and 7 are here connected by a mechanical linkage 8 so that the shafts 6 and 7 are rotatable at various variable speeds, while the shaft 1 is Rotates at a constant speed. All of these are mounted in a housing 211 containing a large amount of any suitable transmission fluid 212. Optionally, rollers 6 and 7 are spring loaded to increase or decrease the diameter, and the expansion and contraction actuation mechanisms of roller 6 and roller 7 are coupled so that when roller 6 contacts, roller 7 Automatically expands. When the assembly is embedded in the vehicle, the roller 6 is connected to the left wheel and the roller 7 is connected to the right wheel, the system performs the function of combining the vehicle differential and the variable transmission. It can be configured as follows. As will be described later, in some embodiments, the roller of the present invention may be spring loaded so as to expand against belt tension. As the belt tension increases, and thus the load increases, the roller shrinks. Such a roller whose diameter is changed when the load is changed may be used as the output rollers 6 and 7. Alternatively, in any or all transmission embodiments disclosed herein, the rollers can be actuated to expand or contract directly or indirectly when the load is changed. In another embodiment, FIG. 428 , the drive may be reversed, 6 and 7 being input rollers and 1 being an output roller. The principle of FIG. 428 is configured such that roller 1 is connected to the output shaft and rollers 6 and 7 are connected to an input shaft that can rotate at different speeds, for example two crankshafts that rotate in synchrony. It may be. Two crankshafts that rotate out of sync are disclosed elsewhere in this specification. Transmission fluid 212 is aspirated through pipe 214 and pumped through pipe 215 by a pump 213 mounted anywhere on the housing to provide a spray or instillation supply at 216. The pump may be electrically driven and powered via circuit 217, as shown in this figure, or the pump may be one of the rotating shafts to which the rollers are attached. It may be a mechanical pump driven by one. In another embodiment, there is no pump and the amount of transmission fluid is maintained at an amount as indicated generally by the dashed line at 218, and / or any one of the rollers, and / or The belt is so sized that it is at least partially immersed in the transmission fluid for most of the operation.

In a further embodiment, the CVT system further functions to distribute a variable amount of power to multiple output shafts. As an example, FIG. 429 illustrates an embodiment where power distribution is changed between two or more output shafts in a schematic cross-sectional view. A power input roller 1 having a variable diameter is connected to two output rollers 6 and 7 by an endless band 3. Each of these output rollers 6 and 7 drives, for example, front wheels and rear wheels of a four-wheel drive vehicle. There are two tension rollers 10 and 11 that are movable in direction 5. As indicated by the solid lines, the rollers 10 and 11 are arranged so that the majority of the total contact between the band and both output rollers is between the band and the roller 6, resulting in: Of the total power, a larger amount is transmitted to the output roller 6, and a smaller amount is transmitted to the output roller 7. By moving the tension rollers 10 and 11 to the position indicated by the broken line, the roller 7 receives a larger proportion of the power than the roller 6 out of the total power. By this means or other means, it is possible to change the extent of the band that “wraps” the roller, thereby changing the amount of power transmitted. The assembly can be used, for example, to provide more power to the rear wheels during acceleration and / or to remove more power from the front wheels during braking. In a further embodiment, a CVT system comprising three or more output shafts is further provided as a first differential between two subsets of output shafts and at least one subset of shafts. Function as at least one second differential between at least two axes. FIG. 430 shows, by way of example, in cross-section, an assembly that functions as a variable ratio transmission and three separate differentials suitable, for example, for a four-wheel drive cross-country vehicle. The input roller 1 drives two parts of the roller, indicated by “D” and “E”, by the endless belt 3. Here, the upper rollers 12 and 13 of each pair drive the left wheel and the lower rollers 14 and 15 drive the right wheel. The pair “D” drives the rear wheels of the vehicle, and the pair “E” drives the front wheels of the vehicle. These pairs are connected by any means. By this means, as shown in FIG. 428, the increase in the diameter of one pair of rollers 12 and 14 is balanced by the decrease in the diameter of the other pair of rollers 13 and 15, so that the front and rear wheels of the vehicle Is formed. This means is shown by mechanism 16 in this figure. Both ends of the mechanism 16 are in communication with the sub-mechanism 17, and each pair of rollers is connected as shown in FIG. 428 , so that a differential device is formed between the left wheel and the right wheel. If the output system is composed of multiple rollers, to apply the twin crankshaft engine of the present invention and / or so that the contact area of the input system and the contact area of the output system are more equal and / or Alternatively, it may be desirable to have one or more input rollers for other reasons. In a further embodiment, the CVT system transmission has multiple input shafts. FIG. 431 shows, as an example, a multi-input shaft system including four output rollers 18 in a cross-sectional view. The four output rollers 18 are connected by an endless belt 3 that moves counterclockwise as indicated by an arrow, and the endless belt 3 is rotated by two input rollers 19 that rotate clockwise as indicated by an arrow. Driven by. These input rollers are optionally mechanically connected, in which the central shaft and gear indicated by the dashed line at 20 are fixed to the input roller shaft 19a by the teeth indicated schematically by the broken line at 21. And mechanically connected by meshing with a gear mounted concentrically with the input roller shaft 19a. In a further embodiment, the CVT system further functions to balance the contact area between the belt and the roller pair so that the contact areas of the two rollers during the primary mode of operation are as close to equilibrium as possible. FIGS. 432 and 433 show how it can be compensated that the contact area is naturally reduced by reducing the diameter of the shaft. FIG. 432 shows the reduced roller 1 and the enlarged roller 2. These rollers are connected by an endless belt 3 pulled by a movable idler roller 22. The idler roller 22 is disposed close to the roller 1, thereby causing a “winding” action and increasing the contact area of the roller 1. As the gear ratio changes and the diameter of the roller 1 increases and is commensurate with it, the idler roller 22 moves to the position shown in FIG. 433 as the diameter of the roller 2 decreases. The arrow 23 indicates the range of movement of the idler roller, and does not indicate an arbitrary pulling force. In selected embodiments, the CVT system further functions to reverse the direction of rotation of the at least one output shaft. As an example, two embodiments are schematically illustrated in FIGS. 434 and 435 . In FIG. 434 , the input roller 1 rotating in the clockwise direction drives the output roller 2 by the movable intermediate roller 24 rotating counterclockwise and the endless belt 3 pulled by the idler roller 25. The idler roller 25 is movable in the direction 26. In the configuration shown by the solid line, the band and the output roller 2 rotate in the clockwise direction, but when the roller 24 moves to the position 28 in the direction 27, the band comes into direct contact with the input roller 1 and the input. Roller 1 and roller 2 are driven in a counterclockwise direction. In another embodiment, FIG. 435 schematically shows two input rollers 29 and 30 rotating in opposite directions. These input rollers are mounted adjacently on a pivot base, indicated schematically by line 31, which is mounted around pivot 31a. As indicated by the solid line, the table is arranged so that the roller 29 is brought into contact with the endless belt 3. As the platform pivots in direction 32 to a new position indicated by the dashed line, the roller 30 indicated by the dashed chain line contacts the belt, thereby moving the belt in the opposite direction. The principle shown as an example in FIGS. 427 through FIG 435, a single continuous variable transmission assembly having a roller of the present invention, furthermore, a clutch, means for reversing the rotational direction of the output shaft, a number of different separate rotation to each other It is also possible to provide a means for variably distributing power to any combination of the individual output shafts. In the above description and elsewhere in this disclosure, unless otherwise stated, the input and output rollers are variable diameter rollers. However, the principles of the present invention work equally well when one of the two rollers of any system or subsystem is not a variable diameter.

Next, at least two other embodiments of a roller having a substantially continuous surface and a variable diameter are disclosed. In the first embodiment, two cones are provided that are slidably and fitably mounted on a common shaft via a shaft so that the narrow ends face each other. These cones are slidable at the two ends on a convex or concave portion formed to extend between a narrow short part and a wide end, and on the corresponding concave / convex part of each cone. And a series of installed members. In operation, the cones are driven to move toward or away from each other, moving the members radially toward or away from the shaft axis. The member is configured to form a substantial surface of the roller assembly, thus increasing or decreasing the diameter of the roller as the cone is slidably moved. These principles are schematically illustrated in FIGS. 436 and 437 . FIG. 436 illustrates a reduced diameter roller assembly, and FIG. 437 illustrates an increased diameter roller assembly. The cones 50 and 51 are only slidably installed on the shaft 52. In other words, it cannot be freely rotated relative to the shaft, but has a concave portion shown as 53 on the surface in a simplified manner. Expanding between the corresponding recesses on the cone between the recesses is a series of members 54 that support the drive belt, shown generally as 55. In FIG. 437 the assembly is shown, the cones moving towards each other, exposing the locking means 56 installed on the shaft 52 to ensure that the cone rotates with the shaft, It shows how moving inward causes the member 54 to move radially outward from the shaft axis 57. In the above basic embodiment of the roller of the present invention, in either embodiment, in order to expand the roller against a load that is generally likely to be an endless band under tension, Have to do. It is for this reason that it is best to place the rollers in pairs so that if one of them expands, the remaining rollers contract. By doing so, it is possible to balance the change in the work ratio with respect to the load in one roller with the change in the work ratio received by the belt load in the other roller. In another embodiment, a CVT having at least one pair of rollers matches the increase in the diameter of one roller of the pair to the approximately equal diameter decrease of the other roller. As an example, FIG. 438 schematically shows how this can be adjusted, especially in the case of differential mechanisms. The rocker 60 rotates at 63 and its rounded thrust end 61 rests on the shaft collar 62 of one cone of each shaft so that the load is almost balanced between the rollers. The rocker is shown in a position where the roller 1 becomes larger and the roller 2 becomes smaller. Each roller is installed on a shaft 52 so that both rollers can rotate. When the size of the roller diameter is reversed, the rotating link and roller will be shown in the new position (all shown with a dashed line). The rotation center points 63 are connected by structural mechanical elements indicated by arrows 64. This structural mechanical element is a rigid member having a fixed length in a simple embodiment. In other more complex embodiments (eg, the embodiment shown in FIG. 430 ), this element 64 is variable in length by control, thereby allowing the average diameter of the twin rollers 1 and 2 of FIG. 438 , and As needed, the average diameter of the roller pairs “D” and “E” of FIG. 430 is variable. In another embodiment, shown in FIG. 454 , that uses only one cone per roller, there is only one rocker 60 that is rotatably mounted. The rocker may be driven in any manner, for example, driven by pressure action and / or an electric solenoid type device. By way of example, a piston 219 driven by pressure connected to the rocker 60 is installed in a part of the casing 211 and connected to a line for the pressure liquid 220, which is further connected to the outside. Connected to a manual or automatic pressure controller (not shown) on the board. In another example, an electrical solenoid type device 221 connected to the rocker 60 is installed in a part of the casing 211 and connected to an electrical circuit 222, which further comprises a manual control device on the outer board or It is connected to an automatic electrical control device (not shown). In another embodiment of any transmission of the present invention, the ratio change is made, in whole or in part, by at least one mechanical link, manually or automatically operated at other locations. Connected to at least one lever. For example, the link 223 is connected to the rocker 60 and is movable in the direction 225 and passes through a sleeve or seal 224 installed in the casing wall 211.

The member extending between the cones may have any convenient shape or form. In selected embodiments, these members have a generally “T” or “I” or “L” shape in cross-section, optionally in a manner that can be described as a kind of iris-like movement. It has edges that can overlap each other. This is illustrated by way of example in the schematic cross-sectional view 439 . In this figure, the members or portions 70 constituting the roller are arranged in a configuration in which the diameter is reduced in the solid line, and a state in which the members or portions 70 are arranged in the configuration in which the diameter is increased is shown in the broken line 71. FIG. 440 illustrates one embodiment of a loaded cone 72 that supports one end of each component member (not shown) as an example in schematic cross-sectional view, where the cone is an input / output shaft 73. It is locked to. The cone has a series of grooves 74 formed radially / axially along the conical surface. In operation, the groove 74 receives a rod-shaped or knot-shaped convex portion that forms a part of the component member or supports the component member. The groove may have any appropriate shape and cross section. If necessary, when the roller diameter changes, the component member changes its slope relative to the axis of rotation of the shaft 72 so that the component member having an “L” shape or other shape contacts the belt. The groove 74 on the cone is curved as illustrated in FIG. 440 so that the region can be optimally tilted relative to the belt at various diameters of the roller. As another configuration, the cone may have a groove equivalent, that is, a protrusion or a bulge, so that the groove or the recess of the component member can be slid. In another embodiment, the at least one pair of rollers is linked by a belt composite comprising a plurality of belts, the belts being linked together as needed. As an example, FIG. 441 schematically shows a state in which component members are alternately arranged with a belt, the left half represents a member having a bearing convex portion 75 installed high, and the right half represents a bearing convex portion installed low. 76. The component member supports an endless belt composite having contact portions separated from each other, and different portions 77 of the belt move relative to each other and are linked by a floating bridging member 78. Also good. In another embodiment, the cone in the roller assembly of the CVT is not a real cone, but has a series of protrusions installed substantially perpendicular to the axis of rotation, with each protrusion approximately half the cone. Has a corresponding outline. As an example, FIG. 442 schematically shows a conical end member consisting of a shaft collar 79 that is slidably and fixedly mounted to the shaft 80 and rotates about the shaft 57. On the shaft 57, a series of radial projections 81 extending in the radial direction / axial direction are provided. The convex portions 81 are triangular when roughly expressed, and are connected to and supported by the curing net 82. The fin edge 83 forms a bearing for the grooved support end 85 of the component member 84, and when the “cone” 81 moves laterally, the component member 84 is aligned with the fin edge 83. Then, it slides in the direction 84a and reaches, for example, the position indicated by the broken line in 84b.

In selected embodiments, the variable diameter roller for CVT comprises a plurality of component members that are in contact with the endless belt, which component members overlap each other during operation to transfer the load. In another embodiment, the component members are linked together by an energy absorbing device and / or any other device. As an example, FIG. 443 schematically shows a cross-section through two component members 90, which may be positioned relative to the shaft shaft 91 and each other in an expanding roller assembly. Good. The member 90 is generally “L” shaped and has a generally radial or vertical portion 92 designed to substantially transmit a compressive load indicated at 93 and a shear load indicated at 95. It has another generally arcuate portion 94 designed to transmit substantially. These loads are transmitted by or through the band indicated by dashed lines at 99. The bearing knot of one member 92 is shown from the front at 96 and has a recess so that it can slide over the protrusion on the cone as required. The members are optionally linked together by concave / convex guides as shown at 97 and / or by tensioning and / or compression members (eg, springs shown at 98). In addition to or instead of the above configuration, the member may be connected to the cone and / or shaft by any manner of biasing means or load means or fixing means. In another embodiment, a roller having a variable diameter for CVT comprises a plurality of component members that are in contact with an endless belt, the component members being designed to be flexible. Figure 446 Figures 444, arcuate portion 94 the relationship between the members, the operation in the case where the diameter of the roller shown in Figure 446 was reduced, the operation when the intermediate shown in FIG. 445, and a diameter shown in FIG. 444 It shows schematically how it changes between the increased operation and the operation. Here, each tip 100 of the arcuate portion 94 is shown on the “receiving” lip 101 adjacent to the elbow 102 of each member. It will be shown later how individual members have different radii from the shaft axis at any given time. In these embodiments, it is preferred that at least a portion of the members are flexible and can accommodate different radii by bending, as illustrated by the dashed lines at 90a in FIG. It is the arcuate portion of the member that forms the contact with the band and, if necessary, the flexible portion. The bow may have any convenient form and may further comprise any convenient material or composition. In another embodiment, a variable diameter roller for CVT comprises a component member in contact with an endless belt, the component member comprising a friction material (including metal) installed on a structure. Any material). As an example, FIG. 447 shows a component member having a composite structure with a friction material 94a having a surface with a depression provided above and in the hole 94b in the arcuate portion 94. FIG. In selected embodiments, the variable diameter roller for CVT comprises a plurality of component members that are in contact with the endless belt, which component members overlap each other during operation to transfer the load. The load is transferred by means such as a roller installed on the component member. As schematically illustrated by way of example in FIG. 448 , a ball or roller element may be applied to the tip 100 of the member and / or the elbow 102 of the arcuate portion 94 or any intermediate point for heavy loads. It may be desirable to incorporate 103. In another embodiment, the roller assembly is configured to always have a substantially constant contact area with the belt, regardless of the diameter of the roller. Although the component members are shown as overlapping, in other embodiments of the invention, the rollers may be non-overlapping and always have a roller that has an almost discontinuous or “slatted” surface. Or form depending on the time. One advantage of a roller with slats is that the contact area between the roller surface and the band can be kept relatively constant as the diameter changes. Another advantage is that there is no contact between the overlapping component parts and therefore no wear occurs. As an example, FIG. 449 shows in a schematic cross-sectional view, in the context of a rotating shaft 91, various alternative component members suitable for application to a roller having slats. The cross-sectional shape of the component member is a cross-sectional shape in which a plurality of elements are combined to form a shape similar to “T”, “I”, or “L”, as indicated by 104, 104a, and 104b, respectively. Also good. While the joints of these elements have been described as being rigid, in other embodiments, the joints or other points of cross-sectional shape are hinged so that they have greater or special flexibility. They may be connected or designed. For example, such a hinge or flexible attaching means, for example, such as 105 of the elbow-shaped portion 102 or Figure 449 of FIG. 448 may be incorporated in any convenient location. In any and all embodiments, the location of the relief elements is interchangeable. For example, in FIG. 440 and 441, member 54 is shown as having a convex portion 75 and 76 for mounting slidably in a slot or groove 74, in FIG. 442, the convex portion 83 A concave element is placed on the member 84 so that it can slide on.

An alternative embodiment of the variable diameter roller has a separator member. The member may be superposed or slatted, but is not supported at each end by a conical shape. Instead, the member is supported at an optional point on the length of the member by a corresponding series of associated systems carried at at least two points on the axis of rotation. The relative position of the separating member relative to the shaft axis is determined by the variation in distance between two or more contact points between the shaft and each associated system. The principle of operation is shown by way of example in the schematic cross-sectional view 450 . For simplicity of illustration, only one of each of the two alternate separator member types is shown. A shaft assembly 110 having a rotational axis 120 supports each partition member by two different staggered associated systems, shown above and below, respectively, as further described below. Each associated system is supported on the shaft at two pivot points 111 and 112 and is in communication with a major lever 114 and a minor lever 115, respectively. As described above, the shaft assembly has a special feature that the distance between the points 111 and 112 is variable. The minor and major levers intersect at a pivot point 116, and the major lever is mounted rigidly at 118 as shown at the top of the figure, or pivoted at 119 as shown at the bottom of the figure. , Extended to carry the separator 117. Due to the variation of the distance 113, the end of the major lever moves away from the shaft center 120 or approaches the shaft center. Thereby, the distance of the roller consisting of a large number of, preferably uniform, separating members and the associated associated system varies. While the present invention allows any design of a shaft assembly having mounting points that vary in distance around the periphery, as illustrated in the schematic cross-sectional view 451 and the front view 452 , in the preferred embodiment, three concentric circles. A shaft including a shaped element is used. The drive shaft assembly consists of three concentric elements. The sleeve or cylinder 126 is placed on the main shaft 121. The main shaft 121 is the principle position of the shaft assembly that carries input / output loads. The main shaft 121 has a shaft 122 placed so as to be slidable therein. The shaft 122 cannot be rotated independently of the main shaft 121 by a key 123 protruding through an elongated shaft groove 124 of the main shaft. The key further protrudes beyond the main shaft 121 through an oblique cross-axis groove 125 in the outer shaft sleeve 126. The sleeve 126 is restrained from axial movement with respect to the main shaft by some mechanical means, and can only perform rotational movement with respect to the main shaft. The sleeve 126 has another groove 127. Through this groove 127, a main shaft pivotal lever base 128 disposed on the main shaft 121 protrudes. A separate pivot lever base 129 is attached to this sleeve. It can be seen that the peripheral distance between the bases 128 and 129 can be changed by the axial movement in the direction 130 of the shaft 122 relative to the main shaft 121. As variable diameter rollers tend to have many separators and associated systems, the associated system 131 for each separator 132 is axially offset as shown in the schematic front view 453 . It is preferable to arrange.

In an alternative embodiment, a single cone is mounted at the axial position of the CVT roller assembly so that it slides laterally rearward or forward over the locked shaft so that it is in the form of two cones. ing. By rotating both the cone and the shaft at the same time, a member slidably mounted on the cone is raised and lowered with respect to the shaft axis to drive or be driven by some form of endless belt. . The belt is in a fixed position relative to the transmission stand or casing in a direction perpendicular to the roller expansion. For example, FIG. 454 schematically illustrates a principle embodiment of a system with one cone per shaft. Only one shaft 141 of a transmission system with multiple shafts is shown on which a cone, indicated by contour 142, is mounted to slide in direction 143. The shaft is locked by the system of the key 144 that is uneven, and is driven by the mechanism 146. The shaft rotates in a bearing 147 mounted on a housing 148 that is a transmission. The separating member 149 has a female groove 150 that permits the separating member to slide in the direction 151 at the male projection 152 on the cone 142. In the figure, the time when the movement is closest to the leftmost position is shown, and the broken line 153 partially shows the time when the movement is closest to the rightmost position. Due to the pressure and tension supplied by the transmission belt 154 in the direction 155, the separating member slides to the right relative to the cone, but is placed on the wheel 156 rotating on the shaft 157 or the separating member 149. It is restrained by other bearings mounted on the outwardly extending projections 158. These wheels and bearings are engaged with a disk-like surface 159 attached directly or jointly to the housing which is a transmission. As the cone slides back or forward on the shaft 141, the divider moves in direction 160, effectively forming a continuously variable diameter roller. When the cone is in the rightmost position indicated by dotted line 153, the transmission belt is in the position indicated by dashed line 161. The shaft 141 partially penetrates the casing at 211 and optionally has thermal insulation and / or sound insulation 211 a and passes through the bearing 233 and the seal 234. An electronic or electrical type telescopic piston / cylinder type actuator 231 is mounted inside the casing, and electrical and / or electronic circuitry 232 passes through the casing and is coupled to the cone 1142 by a connector piece 235. In other embodiments, a second set of wheels or bearings 156a mounted on the radial protrusions 15a are provided on the other side of the separator member, along with other disc bearing surfaces 159a connected to the structure or casing. It is done. All this is shown as a dotted line in the upper center left position of the figure. In further embodiments, disclosed and all the appropriate features of Figure 426 through Figure 449 is applied to a CVT having one or more variable diameter roller assemblies each having a single cone. In successive embodiments, the cone 142 does not slide and the separator 149 moves in the direction 143, optionally with the structure 159.

The above embodiment is particularly suitable for a transmission in which the ratio change does not occur very frequently and occurs relatively slowly. For a belt wrapped at 180 ° at a certain speed and at a specific moment, the contact area of the roller belt is the product of the roller half circumference and the roller length. This area corresponds exactly with the area of the inner surface of the belt in contact with the roller. When the ratio changes, the effective circumference of the roller changes, and hence the size and structure of the area where the roller contacts the belt changes, resulting in differences in belt displacement, but the belt dimensions are fixed. Yes. As a result, friction, power loss, and wear occur. FIG. 455 schematically illustrates this feature and shows the position of the roller assembly having a “T” shaped separator 176 that engages the belt 177. The end of the delimiter is represented by “a ′” to “f ′”. The corresponding points on the belt that are in direct contact with this end are denoted by “a ″” through “f ″”. If the roller expands immediately, the separator moves further from the roller shaft 179 to a new position indicated by the dashed line 178, and the new position “f ″”, assuming that the dimensions are fixed. As can be seen, the points “a ″” through “f ″” on the belt move relative to the separator and become very far from the previous position, as indicated by “Z”. As a partial factor, roller expansion does not occur immediately because CVT is friction driven, but nevertheless slip and significant friction occur during ratio changes, detrimental to wear and power loss Occurs. In alternative embodiments suitable for transmissions requiring relatively frequent and rapid ratio changes, this friction, heat increase, and power loss can be substantially reduced. In selected embodiments, the cones consist of separate parts, each cone supporting one partition member and subsequently moving as the ratio changes and the diameter changes partially and continuously. Effectively supply the roller to be used. During such a ratio change, the roller has one radius at a first arcuate or radial angle and another radius at a second arcuate or radial angle. As an example, the front view 456 and the cross-sectional view 457 at “A” schematically illustrate eight equal location 171 cones. Each keyed at 172 slides on a rotatable shaft 173. One part 174 is located independently of the other. The separating member, its guide, and belt are not shown. When the separator member and belt or band are positioned similar to the configuration shown in FIG. 454 , the leftward movement of portion 174 assists the separator member in approaching the shaft axis. Thereby, the effective diameter of the roller assembly is reduced only at that point. Conical portions, each other, in connection with the coupling of the segment members, including those shown in FIG. 443 may be attached by a spring 175 or other expansion or compression device. In selected embodiments, the portions of the individual rollers move only while they are not in contact with the belt and do not move after contact with the belt until contact with the belt is released again. FIG. 458 schematically illustrates this principle. Here, only the belt 177 and the separating member 176 of the roller assembly rotating in the direction 180 with respect to the shaft 179 are shown. For the sake of clarity, the conical portion that is the key to the rotation axis and its axis are omitted. The roller is divided into two zones, one of which is “X” is a zone where the belt is always in contact with the separating member, and the other is “Y” is a zone where the belt is never in contact with the separating member. The relative range of each zone varies with each embodiment and the individual design of the transmission. To achieve the ratio change, the separator at position “H” is moved to a new position, schematically shown by dashed line 181. It stays in that position at least until it reaches position “F”. After the first delimiter has moved, when the second located in “G” moves to a new position and then the delimiter shown in “F” moves to at least position “G”, it also Move to a new position. The separator does not change position while moving in zone “X”. In selected embodiments, the degree of position movement that the delimiter can perform in one revolution is limited to a relatively small amount, and a series of incremental position changes per revolution to achieve a large ratio change. I do. The increase phase does not depend on time, but on rotation. In many variable diameter roller systems, the rollers rotate at different speeds, so changes that increase position occur at different frequencies for each roller.

In the above embodiment, each delimiter is mounted on its own conical portion, and delimitation movement along the line illustrated in FIG. 458 is driven to one conical position relative to each other by any convenient means. Achieved by: In selected embodiments, the movement of the cone segment is controlled by a series of guides whose electronic movement is driven and controlled by electronic and / or solenoids or other electromechanical drives. For example, the schematic FIG. 459 shows a cone of eight equal positions 171, similar to the cone of FIGS. 456 and 457 , slidably mounted on the axis of rotation 173 by a key and groove 172. Yes. Conical portion 174 is shown moving to a new position. It is shown that the ring-shaped drive unit 185 is fixed to the shaft 173 and does not rotate but is supported by an arm 186 that controls the movement of the ring-shaped drive unit in the direction 187. Mounted on the ring-shaped drive is a series of nested drives 188 of the same number and gap as the conical portion, the majority of which are shown in their natural or default positions. The drive unit includes an inner telescopic container 189 slidably mounted so as to move in the direction 187 in the outer telescopic container mounted and fixed on the ring-shaped drive unit 185. Yes. At the tip of each telescoping container is a wheel 191 or other bearing that is adapted to engage a generally vertical surface of the conical portion during movement therethrough. The container inside each drive is relative to the drive that guides the conical portion 174 from the default position shown for the majority of drives by a solenoid 192 or other electrically driven device. Driven to the retracted or extended position shown. The position of the wheel relative to the drive that guides the conical portion 174 when the drive is expanded is indicated by the dotted line 193. In operation, also referring to FIG. 458, if it is desired to reduce the diameter of the roller assembly, the conical portion 174 contacts it when it is in zone “Z” without contacting the belt. It is moved by the drive to house the inner container and wheel inside, and the conical portion 174 is located at the site shown. When the cone portion 174 approaches the next drive, it retracts again and the portion behind the cone portion 174 moves to a new position, etc. corresponding to the position of the cone portion 174. This is done until the cone portion 174 can complete the passage through zone “X” and all the cone portions have moved to the new position. At that time, all drives return to their default positions, and simultaneously and synchronously, structure 185 moves in dimension 188a by dimension “a”. To enlarge the roller, the reverse process is performed. Then, all the drive units are sequentially expanded. Thereafter, the drive returns to the default position and the structure 185 moves in the opposite direction by the dimension “a”. In this embodiment, there is only one storage or expansion dimension from the default position, both are “a”, and no other storage or expansion dimension is possible. In alternative embodiments, the drive can move by any dimension with respect to any default position. In a further alternative embodiment, there is no default position. In a further alternative embodiment, the structure 185 does not move and the drive is sufficient to perform a greater telescoping motion and accommodate the full range of conical segment movement. In other embodiments, the drive ends with a ring-shaped segment that contacts a wheel or bearing mounted on the conical portion. In a further embodiment, the drive is mounted on a conical section and is guided by a fixed or reciprocating structure. In a further embodiment, the drive can be moved to any convenient desired distance, rather than moving at discrete steps, i.e. every distance. In other embodiments, the drive moves the cone portion while the cone portion is in zone “X” and the associated segment of the cone portion is in contact with the belt. Up to this point, a group of rollers has been described as a pair, and one roller of the pair is coupled to another roller by a mechanical device. In the case of a roller whose diameter is variable by electronic driving, the roller can be configured by a combination of arbitrary groups. Optionally, a spring, schematically shown by dashed line 185a, can guide each cone toward the ring-shaped structure.

Each drive 188 is controlled by a separate and separate electrical circuit shown by dashed line 188b (only two are shown for clarity). The dashed line passes through the housing part and reaches at least one electrical data processing system (hereinafter referred to as a computer) mounted on a skin (not shown) which acts as a controller. The controller is driven by a computer program that determines the timing and / or degree of movement of drive 188 relative to the drive adjacent to the drive. This is because information regarding the degree and timing of the desired ratio change is input to the program. Such information is optionally provided by at least one other computer and driven by another computer program to provide appropriate information such as engine load, wind resistance, and other parameters. In an alternative embodiment, two programs are combined into one program and / or several computers are combined into one. A program that controls the degree of movement of the drive optionally includes reducing the diameter of one roller and increasing the diameter of another roller that is connected by a belt. In other embodiments, one or more computers are located within a housing that includes the transmission of the present invention. For example, referring to the schematic FIG. 459 , as schematically shown in the case where there are two drive units 188c, the computer 229 is placed inside the casing 211, and each drive unit is configured by an electric circuit. 188. The computer is powered by any convenient means. For example, here it is powered by a power circuit 227 through a sleeve or seal 226 on the casing wall. Here, the computer is programmed to control the movement of the drive 188 and to determine the appropriate timing and extent of the ratio change, and the information from the sensor on the skin is shown by a broken line 231. Is supplied through. In addition, the information is optionally supplied from the sensor 230 on the inner plate via an electrical and / or electronic circuit 231 mounted on the wall of the casing. Some of these electrical and / or electronic circuits 231 pass through a sleeve or seal 226 on the casing wall 211. The sensor provides any kind of information in any application. For example, sensor 230 provides information regarding the temperature of the air in the casing, and the other two sensors (not shown) provide information regarding engine load and ground transportation or ship speed.

Up to this point, the output shaft has been shown to rotate in the same direction. In other embodiments, the at least one output shaft rotates in a direction opposite to the rotational direction of the at least one other output shaft. For example, FIG. 460 schematically shows a CVT having one input roller 1 that drives three output rollers 2 via an endless belt 3. Two output rollers rotate in one direction and a third output roller rotates in the other direction. The mechanism for changing the diameter of each roller is not mechanically coupled. Instead, the diameter of each roller is individually electronically and / or electrically controlled, and optionally along the lines of the embodiment of FIG. 459 . In a further embodiment, one CVT of the present invention may drive at least one other CVT of the present invention to form a composite CVT. Principle very schematically shown in Figure 461. Including the configuration of FIG. 426 , the power input shaft 194 is coupled to the laying shaft 195 by any CVT 197 of the present invention. The twisting shaft 195 is then coupled to the power output by any other CVT 198 of the present invention. Optionally, additional features are included in each CVT. For example, CVT 197 can include a clutch function, including those disclosed herein, and CVT 198 can include a reverse function, including those disclosed herein. Another advantage is the ability to multiply ratio ranges. For example, if the CVT of FIG. 426 with a 4: 1 ratio range is used for both 197 and 198, the compound transmission will provide a 16: 1 ratio range between the input shaft 194 and the output shaft 196. .

The transmission described here may be mounted in any manner, including any type of case or housing. In a further embodiment, the CVT of the present invention is a propulsion system, gas generation system, power generation system, compression system and / or pump mounted on any type of ship, airplane, vehicle and / or railcar. Part of any drive system, such as a system. Among various examples, the CVT of the present invention is the transmission 433a of FIG. 11 , which is schematically illustrated by the bracket 566a of FIG. 16 , and is shown in FIGS. 325 , 327 , 329 , 331 , a transmission 4644 of Figure 335, Figure 341, Figure 343, Figure 346, Figure 351, Figure 352, a transmission 3807 of Figure 412, a transmission 3807a of Figure 357, be a transmission 4009a of Figure 386 FIG 413 is a transmission 4816 of Figure 414. For example, the plan view 462 shows a city parcel delivery truck very schematically. Engine “A” drives the rear wheel via drive shaft “C”, differential “D”, combined CVT “B”, and optionally via CVT in FIG. 461 . The truck includes a road wheel 202, a brake 204, a brake and / or stop light 205, an operable hood 201, a windshield 200, a door 203, a driver seat 206, a steering wheel 207, a throttle control 208, and a brake pedal 209. Yes. Above, also characteristics of the transmission ratio variable in relation to FIGS. 426 to Fig. 461, it may be combined in any order to implement the present invention. Although the embodiments described herein generally relate to multiple variable diameter roller systems, the principles of the present invention alternatively have only one variable diameter roller and one or more fixed diameter rollers. It can also be implemented in a transmission. The components of the transmission assembly can be of any convenient structure or material, including metals, plastics, and ceramic materials. These materials are considered particularly suitable as constituents in certain embodiments because of their low weight compared to compressible strength. The necessary lubrication may be driven by any convenient system and by any suitable means, including a drive-off crankshaft, an electric motor, a pump, and the like. The lubrication mechanism can be located at any convenient location, including adjacent to a number of concentric toroidal combustion chambers when the transmission is coupled to the engine of the present invention.

  Here, a novel embodiment of the land transportation system will be described. In order to simplify the description and figures, and to give a clearer understanding of the inventive step, generally only new and different features are described, and for known and common components, Omitting. In the ground transportation case described here, all ground transportations are structural objects or chassis on which wheels and / or tracks are placed in any convenient manner, such as a brake pedal using friction material, etc. Means to stop ground transportation including brake drums or discs driven by the control members, red light mounted on the back shown when the ground transportation decelerates or brakes, steering wheel and tiller handle, etc. It has components such as a means for changing the direction of travel of the vehicle and a throttle for adjusting the speed of the engine and / or land transport.

A potentially important advantage of the new engine relates to packaging. As pointed out so far, the engine should be less swaying than conventional units. Also, given the soundproofing material that can be supplied, and the fact that the exhaust system, the main sound source, can be at least partially inside the engine, the engine is much quieter than before. Should. As can be seen from FIGS. 23 to 25 , the unit can be rectangular and can be placed in a previously unsuitable position because no air circulation is required. This unit is easily removable and replaceable. For example, in cars and light trucks, this unit can be stored under a seat or in a double skin floor. In small leisure vessels, this unit can be inserted and removed vertically or otherwise from the top, from the deck, from the outdoor cockpit, from the cabin, from the lounge, and from the hangar. In airplanes, especially in small airplanes, this unit can be stored and removed horizontally from the side of the fuselage. Since this unit is typically housed in a casing or housing, the engine of the present invention can be more conveniently placed on equipment supplied by the engine. In a further embodiment, the complete engine, including the composite engine, is in a package that snaps into the equipment it supplies and can be stored and removed in a short time. This "Instant Fit" operation is an operation that slides in and out with a drawer, an operation that raises and lowers almost vertically, an operation that inserts and turns a key, and the reverse of storage and retrieval Can be of any kind. The engine of the present invention is much lighter than conventional equivalents and in most cases is easily replaceable by one person. In further embodiments, the package described above includes therein the engine of the present invention and any other mechanism, such as, for example, a generator, compressor, pump and / or exhaust gas treatment system. This “instant fit” feature is beneficial for any industrial or commercial application where downtime caused by engine failure presents problems, including oil pipeline pumps, hospital generators, etc. It is equally important for any kind of land transport, airplane, ship. In the latter case, it is possible to easily and quickly replace the spare engine carried on the vehicle in place of the failed engine during operation. In either case, the “replacement” replacement engine can be stored and replaced with a failed unit, so repair is less inconvenient. While the “alternative” engine keeps the equipment running, the failed engine can be repaired when there is room. In addition, it is easy to reduce or increase the performance of the equipment by quickly replacing the engine. A facility can have different replaceable engines for different modes of operation.

  In land transportation, ships and airplanes, the outlet of the exhaust pipe is traditionally located at the rear of the land transportation or ship. The tradition from when the exhaust gas was not generally treated and contained dangerous or harmful substances is obsolete. The risk of exhaust gas blowing through land transport and ships needs to be limited. Today, new emissions regulations are in demand in many parts of the world, including California. Compliant land transport and ships generally emit exhaust gases that are virtually as clean as the atmosphere. The old restrictions on tail pipe placement are virtually irrelevant to the above ground transportation and ships in such areas. In selected embodiments, the exhaust from the engine of the present invention is so hot that tail pipes and the ends of their equivalents cannot be placed where organisms are near them. This can happen, for example, when a pedestrian crosses a road between closely crowded cars with the engine running, or when a worker uses mechanized farm equipment near livestock. It can happen. In a further embodiment, the exhaust outlet is located in or on land transportation or a ship at a location remote from the location close to the organisms that pass through. In the case of road transportation, such a site is the roof or lower part of the engine and is located away from the outer surface of the engine. In selected embodiments, land transportation or ship exhaust outlets, when activated, function as gas extractors and optionally have a venturi effect. This Venturi effect reduces engine back pressure and improves fuel economy. In other embodiments, the main part of the total exhaust system is fixedly mounted on land transportation, ships or airplanes and, optionally, an IC engine relatively close to the engine has a flexible connection and To do. In a further embodiment, the hot exhaust gas is used to heat, at least in part, all or part of the interior of a land transport or ship or airplane.

  Throughout this disclosure, any feature described in connection with the treatment of exhaust emissions may be suitably adapted to any treatment of any fluid of the present invention. Many current emissions controls are based on manufacturers with the need to install a system of exhaust emissions that is guaranteed to operate for extended periods of time. For the above reasons, techniques that are expected to have shorter spans, such as urea (urea) systems for NOx reduction, are not commonly used today.

  Another approach that is feasible in the case of snap-in units is to give a system that only runs and accepts a lifespan-free system. Such a snap-in unit is an engine package with a complete exhaust emissions system, or a package consisting of a complete exhaust system or a package containing only a part of the exhaust systems. including.

  For example, a manufacturer installs a vehicle system that lasts between 100,000 km at a cost of 125 euros, rather than a vehicle system that is guaranteed between 200,000 km, at a cost of 400 euros. The customer may wish to be able to replace the replacement system.

  In other embodiments, adapted for any application, including industrial plants and power production equipment, exhaust emission removal systems for controlled pollutants or other substances are fixedly mounted, or Even in “snap-in” configurations, it has one or more sensors inside or exposed. The sensor will monitor sensor status and / or exhaust gas status and / or exhaust gas composition.

  Optionally, one or more sensors may be configured to provide an electrical circuit or, if necessary, if the processing system conditions and / or the exhaust gas composition falls outside the desired or specified standard range. It will serve as a trigger for tamperproof electronic circuit. If desired, the electrical circuit is used to sound an alarm and / or to shine light and / or generate a signal in a visible or exposed location. Such locations include vehicles, ships or airplanes and are usually easily observable by law enforcement officials.

  If necessary, the operator will be given some prior warning that the light will be emitted as described above and will have the opportunity to replace the system or the system will replace the defective part.

  In other embodiments, in the case of any equipment including ground vehicles, ships or airplanes, the electronic circuit triggered by the exhaust treatment system may have a specific period of time after the light or signal is output. The device, vehicle, ship or airplane is deactivated. Alternatively, in place of the inactive state, the device, vehicle, ship, or airplane is disabled during the period after the operation while the light output is completed.

  In other embodiments, the exhaust gas treatment system includes a module or cartridge that is removable and / or replaceable. The module or cartridge includes openings on both sides facing each other and disposed without an exhaust gas flow path, and the gas passes through the openings from one side of the module or cartridge to the other side.

  The work of such a cartridge works on the same principle as that of a device having spoon-shaped openable and closable divided portions each having two holes, such as tea strainer. One of the divided parts is attached to the spoon handle with a hinge, filled with tea leaves, and allows hot water to pass through. Such a “tea strainer” discharge cartridge can take any size and configuration.

  In still other embodiments, such an exhaust cartridge may have several sub cartridges. Each of the sub-cartridges has a different function and / or is for removing different compositions of the exhaust gas, and can be separately removed and replaced.

  In still other embodiments, the module or cartridge or each sub-cartridge as described above includes at least one substance that eliminates or reduces the exhaust gas for a predetermined period of time. The period is either "consumed" by the fluid flow, or while the material needs to be replaced periodically because the material chemically reacts with the exhaust gas composition. The exhaust treatment system as described above is for any purpose, including specific ones including hydrocarbons, carbon monoxide, nitrogen oxides, and carbon dioxide for the removal of any material. It is possible that there is.

For example, Figure 463 through Figure 468 has a packaged engine of the present invention, showing the delivery truck small luggage for town. Figure 463 is an elevational view, FIG. 464 is a plan view, FIG. 465 and FIG 465 are each detail of the connection of the engine, FIG. 467, built-in longitudinal (vertical) direction of the exhaust pipe FIG. 468 is a detail of engine mounting options.

The normal direction of travel of the vehicle is indicated at 240. The truck has front and rear wheels 208, a steering wheel 14, a brake pedal 15, an accelerator pedal 16, and a red stop light 13 attached to the rear. As necessary, the photoelectric array 71, as illustrated only in Figure 463, is mounted on the vehicle roof (roof).

  It is shown that the truck 201 has the engine casing 203 exposed when the sliding door on the driver side is in the open position indicated by a broken line at 202. The engine casing 203 is provided with a pull-out pull handle 206 at a position below the driver seat 204.

  The height of the vehicle is shown as being commensurate with a 1.95 meter high person 205 standing by the vehicle. A connection zone in which a bulkhead 207 with a female recess 208 into which the engine casing is fixedly inserted extends in all directions transverse to the vehicle and is all indicated separately by oblique dashed lines 209, transmission 210, and ancillary equipment 211 such as an air conditioning system.

FIG. 465 shows the appearance of the engine casing having the side 203, the top 203a, and the back plate 214. FIG. FIG. 466 shows a recess 208 in which the engine casing is installed in the direction 212 and removed in the direction 213. The recess 208 has a side 208 b and a back plate 221. In order to assist visualization, a surface 208a in FIG. 466 is the floor of the recess, and 202a indicated by a dashed line indicates a parallel surface corresponding to the side surface of the vehicle.

  The casing back surface 214 has a fuel 215, an air intake 216, and an exhaust gas 217 at each opening of the female female mold. The male electrical connector 218 and the electronic connector 219, It has a rotatable hollow output shaft 220 with each spline. The recess has a vertical back plate 221. The back plate 221 is a rotating conical stub tube in which a fuel 222, an air 223 and an exhaust gas 224, a female electrical connector 225 and a female electronic connector 226, and a spline (mountain) are formed. It has the end of shaft 227. The rotating shaft 227 drives the transmission 210 through the connection zone 209, and power is transmitted to the rear wheels 228 via the drive shaft 227, the differential gear 229 and the rear axle 230.

  Exhaust gas travels to the riser pipe 232 via a thermally insulated path 231 if necessary and crosses the lower side of the roof 234 via another optionally thermally insulated path 233. Then, the large flat muffler 235 is reached. The muffler 235 is shown in broken lines and is located between the roof and a housing or protrusion 236 attached to the thin roof.

  The exhaust is directed in direction 237 at the roof, away from each side of the vehicle and at a distance from the rear of the vehicle. If desired, both the muffler 235 and the housing 236 improve fuel economy when the vehicle creates a venturi effect due to the movement of the air flow 238 to suck out exhaust gases and reduce vehicle back pressure. Designed to be

The principle of the discharge of the exhaust gas at a position distant from the periphery of the vehicle via a flat muffler in the housing, has a venturi effect as required, as is schematically illustrated in FIG. 469, 240 The present invention can be equally applied to a small vehicle such as a sedan vehicle having the normal moving direction indicated by.

  The housing for the muffler is attached to the underside of the car 243 and is indicated by a broken line 241 and comprises exhaust gas discharged in the direction indicated by 242 below the vehicle. Yes. For each application, appropriate dimensions of “x” and “y” need to be determined.

Returning to the track of FIGS. 453 to 458 , the exhaust riser 232 is housed in an enclosure (housing) 239 inside the vehicle in the area indicated by “A” and is a schematic detailed view. 467. In the enclosure, the exhaust gas pipe is not thermally insulated, and each heat transfer fin 244 is attached to the exhaust gas pipe in accordance with the exhaust gas pipe as necessary.

  Adjustable lower flap 245, upper flap 246 in communication with the interior of the riser vessel at the lower and upper portions of the riser vessel when heating inside the vehicle is in control, and The air is variably opened, so cooler air enters from the lower portion 247 and is warmed by the exhaust riser, and warmer air emerges at the upper portion 248.

  Unlike today's vehicles where air conditioners as described above are suspended in several ways, after leaving the engine or connection zone, each configuration of the exhaust system for the truck is all It is rigidly attached and includes each pipe 231, 232, 233 and muffler 235.

  In yet another embodiment, the engine in the engine casing is mounted in a female recess that is an independent structure or frame. The structure or frame is then suspended (suspended) or flexibly mounted in the system where the engine functions.

Such a system can be anything including a generator set, a pumping or compression set, an airplane, a ship, or any type of vehicle. For example, FIG. 468 , which is a detailed plan view, schematically shows how the engine is mounted in a suspended frame in a vehicle such as the luggage truck of FIGS. 463 and 464 . .

  When the engine in the engine casing having the concave pull handle 206 is mounted at the position 203, a lock 251 provided as necessary is indicated by a broken line. The engine is mounted on each sliding sliding door-type roller slide 252 in a box or frame 253. The box or frame 253 is suspended within the track's power bulkhead 207 by each spring 254 and / or material 255 that serves as both acoustic and thermal insulation. The bulkhead 207 is above the seat 204.

  When each spring is removed, the material 255 is compressible. Similar springs and / or materials are mounted on the upper and lower sides of the box or frame 253 to separate the box or frame 253 from the recessed roof and floor in the bulkhead 207 and within the bulkhead. The back of the box or frame 221 and the projections 256 are separated.

  Each inflatable seal is provided at location 257 as required. All of the connections in the zone 209 are flexible. The power drive shaft 227 linking the engine and the transmission 210 is mounted by each bearing 259, and has a universal joint 258 at both ends of the power drive shaft 227, and a spline is formed at the position of 227a. Yes.

  The fuel flow at location 560 is via flexible fuel line 561. The exhaust gas flow 562 passes through a flexible bellows duct 563. The bellows duct 563 is made of a metal alloy that can withstand high temperatures, if necessary, even if it is thermally insulated. The air supply unit 564 is a flexible duct 256 through the high pressure unit 565. The flexible duct 256 has a diameter that changes in a controlled state as will be described later in this specification.

  Each space within the "B" and "C" areas is used for exhaust emission treatment systems, turbines using hot exhaust, charge air compressors, fuel delivery pumps, etc. It is possible.

  In an alternative embodiment, although not shown, some of the connections in zone 209 are rigid and box or frame 253 includes a fixedly mounted transmission and / or ancillary equipment. It is so large. In such a case, each flexible connection is provided at a different location between the box or frame 253 and the bulkhead 207. The another location includes zones “B” and “C” as necessary, and is along the above-described lines as necessary.

  In still other embodiments, the reciprocating stage operates at a substantially constant air / fuel ratio, if desired. The mixing ratio is a stoichiometric air-fuel ratio in each selected embodiment.

  Under selected operating conditions, the flow of charge air supply through the path is variably limited to better match the supply of charge air to the fuel delivery under each operating condition, in selected embodiments, a pump or The compressor or combustion engine may have a charge intake throat that varies in cross-sectional diameter.

  Such a charge intake throat may be used for any type of engine and may be used anywhere in the charge air input path to the intake port of the engine of the present invention. Alternatively, the charge intake throat may be used in any device that handles fluid flow. The essentially changing throat includes an elongated elastic tube. One or more tension members are wound around the elastic tube. Once the free end of the tension member is pulled, the tube diameter decreases.

For example, cross-sectional view of FIG. 470, a plan view, cross-sectional view of FIG. 471, the detail of FIG. 472, the throat portion of the elongated elastic is shown by solid lines in the open position by the position 739, the expansion Each possible clamp ring 741 is secured within the charge housing 740.

It is wound around the outer circumference of the elasticity of the throat 739, those attached to the lubricant 743 within each guide channel 742, as shown in detail in cross section in FIG. 316, a plurality of the tension member 744. Both ends of each tension member 744 are taken out through each pulley 745 and wrapped around a cylinder 746 of varying diameter that is mounted adjacent to the throat.

In operation, the rotation of the cylinder causes each tension member 744 to enable partial blocking of the throat, resulting in a decrease in throat diameter, as shown by the dashed lines in FIGS. 470 and 471 . . It is desirable that the throat or membrane 739 should be in a significantly greater tension state by extending in direction 747 than direction 748 when in the open position. In direction 747, a greater tension state ensures that the throat is kept open. The tube and each tension member may be made of any suitable material including rubber, nylon, metal wire, and the like.

  In still other embodiments, fluid path diameter changes, as described above, are used for any fluid, for any application. As can be seen from the figures, the relatively gradual change in the cross-section of the path is more reasonable, regular, undisturbed, and fluidic compared to other more conventional devices such as butterfly valves. Guarantee the flow.

As described above, a mountable and removable “snap-in” type casing can include not only the engine but also any other system or each system. Any other system or each system removes charge compressors, generators that function as starter motors as needed, turbine stages for hybrid engines, controlled emissions Exhaust treatment systems for removing CO ₂ and exhaust treatment systems for removing CO ₂ .

  In alternative embodiments, some or all of the systems as described above can be mounted in separate "snap-in" type casings, thus requiring maintenance and repairs. Only the system can be extracted.

  In yet another embodiment, the exhaust gas treatment system has removable and replaceable parts. Each of the above components is housed in “snap-in” type cartridges or modules as required. Removable and replaceable cartridges and modules can be used as part of more sophisticated effluent systems. The above systems are especially for larger engines, such as large vehicles and ships and / or stationary power plants.

The contents of the cartridges and modules that can be taken out and replaced as described above may be any substance. Any of the above substances may include catalysts, NOx reducing materials, particle filters, water, aqueous solutions, all new or bad substances mentioned above, as well as replacement of exhausted substances, or CO from exhaust. including substances that are formed in the process ₂ removal.

In other embodiments, each subsystem of the completed propulsion system, such as the decoding engine turbine stage, may be housed in a “snap-in” package. For example, FIG. 473, which is an elevation view, and FIG. 474 , which is a plan view, schematically show a hybrid electric drive tank 271. The tank 271 has a conventional turret 272 and a rotating turret 273 that is omitted from the plan view for the sake of brevity.

FIG. 474 schematically illustrates a photoelectric array 274 for supplying energy to an energy storage device. In the present embodiment, the energy storage device is a battery pack 279. The supply is performed via the controller 280 as necessary .

  The normal direction of movement is indicated at 240. The internal drive and other systems inside the tank are shown with broken lines and have major items shown with diagonal lines. From the main items, the front panels of each unit where the snap-in can be taken out are indicated by solid lines.

  The removable casing 275 includes a reciprocating stage in a combined reciprocating / turbine IC engine and includes both a generator that also functions dually as a charge compressor and starter motor for the engine.

A removable casing 276 includes the turbine stage in the combined engine and includes the generator / starter motor of the engine itself. The removable casing 277 includes an exhaust treatment system for removing controlled emissions. The removable casing 278 includes an exhaust treatment system for removing CO ₂ .

  Each main power circuit is indicated by a cross-shaped broken line 284, and supplies power from the generators to the battery pack 279 and is accessible from the lower side of the tank. This is via the controller 280.

  Each fixedly attached and thermally insulated path 281 carries exhaust gas between each removable casing and the muffler 282. A muffler 282 is attached to the underside of the front of the vehicle and has an outlet at a position 283 on the underside of the vehicle so that the exhaust gas is in the best condition with the outside air before reaching the periphery of the vehicle. Ensures mixing and ensures that the lowest heat signature is released.

  The electric motors that drive the tracks 272 are not shown. Optionally, the vehicle has non-metallic tracks so that the electrical drive of the vehicle is substantially silent. The reciprocating stage with the turbine stage of the composite engine is housed in each casing that is thermally and optionally acoustically insulated and has negligible noise and vibration during operation. Will be generated.

  Exhaust generation noise is reduced by passing the exhaust through several isolated paths and an exhaust treatment system 278 after the exhaust exits the turbine. The exhaust enters the muffler and is exhausted below the vehicle. At this time, the material which reduces a sound is included in the position which becomes the lower side of the said vehicle as needed. Optionally, the exhaust system includes an exhaust dilution system, as disclosed elsewhere in this specification, to reduce the temperature in the system before the gas is vented to the outside air. Will do.

Schematically detailed FIG. 475 shows the layout of casing 276. The casing 276 is made up of any suitable material structure with a lining 297 of material that has both thermal and acoustic insulation. The casing 276 houses the turbine stage 289 and the generator / starter motor 291, the turbine stage 289 and the generator / starter motor 291 can be removed from the vehicle side 286 in two directions 285, and Can be implemented.

  Hot exhaust gas travels in a thermally insulated path 281 that is fixedly attached and enters the high pressure section 288 in the casing from direction 287. From the high pressure section surrounding the generator / starter motor 291 from at least two sides, the exhaust enters the turbine stage 289. The exhaust, after driving the turbine stage, decreases in temperature, travels in direction 290 and passes through a fixedly attached thermally insulated path 281.

  The motor 291 and the turbine stage have a common shaft 292 and are linked to each other by a rotating shaft 293. Air enters the casing at location 294, passes through a filter 295, cools the generator through a high pressure section 296 that partially surrounds the generator, and bypasses the bypass air as needed to the turbine stage. It comes to supply.

A power supply line from the generator is connected to the battery pack via a controller as necessary. Detailed FIG. 476 schematically shows an overview of the layout for each essential element in the casing 275. The casing 275 includes a reciprocating engine stage and a generator / starter motor housed in a recess in the rear body 271 of the tank. Although not shown, any suitable feature or detail of FIG. 468 can be used to be housed in casing 275.

  For simplicity, the fuel delivery pores, stops, power wiring, electronic controls, and wiring are all not shown. Again, for simplicity, both the piston assembly and the cylinder assembly are shown as one piece, but in practice, at least the cylinder assembly is It consists of multiple parts held under assembly conditions.

  The casing outer structure 301, made of any suitable material, including metal, is usually linked or connected to a thermally and acoustically insulating material 302. In other embodiments, there is no thermally and acoustically insulative material, and the casing is made of a unitary material having the respective characteristics with thermal and acoustical insulation. .

  The casing is divided into three regions. Region “A” is for generator / starter motor, region “B” is for charge air compressor, and region “C” is for reciprocating / reciprocating stage of turbine combined IC engine In this application example, the two stages are separated from each other.

  Air 313 enters zone “A” via opening 314. The opening 314 is shielded by each overhang portion 316 protruding like eyebrows. The air 313 then passes through a removable and / or washable filter 315 to cool the generator and any associated equipment. Ancillary devices are fuel delivery systems, electronic controls, and the like, and are disposed in the zones “D” and “E” as necessary.

  From zone “A”, air 318 goes to zone “B” and is compressed in each toroidal work chamber 307 in the manner of the embodiment of FIG. 162. The compressed air then enters the central volume 319 of the piston assembly that reciprocates in direction 317 and goes from the central volume 319 to zone “C”, the stage in which the IC engine reciprocates.

  After the combustion powers the piston assembly and then powers both the compressor and the generator, the hot exhaust gas is passed through each port 321 as necessary to the peripheral exhaust treatment volume 320. And then enters the high pressure section 310 in the rear of the tank 271 as indicated by the solid arrows 311. The exhaust gas treatment volume 320 includes a filament material 312.

  Each compressible and optionally thermally insulating seal is provided at location 309. As required, each set of work chambers 308 and / or work chambers 307 is configured to operate both to reciprocate and rotate the piston assembly.

  Such a single motion or a combined motion provides power to the generator that includes each of the two main parts, or windings. One part 305 of each of the two main parts is equivalent to the rotor and is mounted on the piston assembly 303, and the other part of each of the two main parts is equivalent to the stator and is within zone “C”. It is fixedly attached to.

  Unlike ancillary equipment, each content of the casing 275/301 has only a single moving part. The single moving part is common to the reciprocating stage, the compressor, and the generator.

In other embodiments, one or both of each set of work chambers 307, 308 can be implemented to rotate the piston assembly 303. At this time, the piston assembly 303, by the method of the embodiments of Figure 123, which reciprocates relative to the cylinder assembly 304. The method uses a guide system, or, in FIG. 138, using a sinusoidal or undulating surface of each of the respective work chamber.

  The casing is held in place by each stop having each shaft 301a, which can be locked if necessary, and is taken out in a direction 213 by a concave handle as required. The handle is schematically indicated by a broken line 301b.

  In this embodiment, “E” is a high pressure fluid delivery pump, and “D” is a computer with a fluid delivery device indicated at 32. Each line of high pressure fluid passes from the pump through room temperature charge air in zone “A”, followed by a length “F” in a line, elastically or wound or coiled. Pass through the part, the center of the reciprocating part, through the divided wall, into the compressed air volume and then to each fuel delivery device.

  Similarly, for the purpose of activating fuel delivery, each electrical circuit and / or each wiring leads from the computer to each fuel delivery device. In this layout, all of the fluid lines and all of the circuits and / or wires pass through a charge air volume that is at a relatively low temperature; It is not stored inside. As a result, conventional materials can be used for each line of fluid and for each circuit and / or wiring.

  In alternative embodiments, each component of any material, including electronic circuitry on each selected component or ceramic material, in each of the engines or components disclosed herein. Printed on each part. Also, any type of exhaust gas treatment system can be used with each engine of the present invention for any purpose, including each purpose disclosed herein.

  Many engines are portable (portable), such as landscape viewing equipment, compressors, emergency pumps for the navy, and power generation sets used in many applications. Used in the device.

  In alternative embodiments, each engine or each system is standing on the ground and / or carried by one or more handles and / or carried on a person's back with a string And packaged or divided into parts in such a way that each engine or each system can operate.

  In other embodiments, the package includes any section that is replaceable and / or removable. Each of the above sections is modularized, including fuel tanks, exhaust emission control modules, turbines, and exhaust diffusion systems as required.

  At the exhaust port and possibly at the first exhaust exhaust treatment volume, the gas temperature often exceeds 700 ° C. In the case of a portable person, the exhaust gas needs to be cooled and / or diffused before the exhaust gas can touch and harm humans and animals, and in many applications, the exhaust gas is Need to be virtually silent.

  In still other embodiments, the exhaust gas diffusers and coolers may at least partially function as silencers, if necessary, and may be portable with each engine of the present invention. It is adapted to the type of equipment.

For example, FIG. 528 schematically shows a pump set placed on the ground 1. The casing indicated by the profile (outer shape) 2 has each strap (string-like portion) 3 indicated by a broken line 3. Each strap 3 is configured such that the pump set can be carried on the back.

  Moreover, the said casing has the leg part 4, the fuel tank hung on the lower part, and the notch part 14 which were modularized as needed. The fuel tank is provided with a removable oil 6. A fuel line 7 extends into 6 for oil. The notch 14 is for securing an opening for the outside air, which is indicated by the broken arrow 11.

  The charge air indicated by the dashed arrow 11 flows through the filter cartridge 10 which can be removed. Each connector for fluid to be pumped in and out is indicated at 19. The tank 5 is a pre-filled cartridge as needed, and when it becomes a shell, it is replaced by another cartridge.

  The exhaust gas from the engine, indicated by the solid arrow 12, passes through a separate processing module 15 for exhausts, which can be taken out separately, and into a ball (spherical) type diffuser / silencer 17 as will be described later. It is mixed with the outside air and appears in a diluted form by the circle arrow 13.

  The diffuser 17 has shields for protection indicated by broken lines 21 as necessary, and the base of the diffuser 17 is fitted into the female recess 16 on the upper portion of the casing 2. It is. The upper part of the casing 2 has a central handle 23.

  In yet another embodiment, FIG. 529 schematically shows a power generation set mounted on the ground 1. The casing shown in profile 1 is modularized as needed, with a larger foot 4 and a larger suspended fuel tank 5a and the outside air shown by dashed line 11. And a notch 14 for securing an opening for the purpose. The fuel tank 5a is provided with a removable oil 6 in which a fuel line 7 has entered. The outside air flows through the filter cartridge 10 which can be taken out.

  The tank has a crown fitted in a recess formed in the base of the casing and a filler cap in the crown indicated by a circle. Each connector for output electricity is shown on both sides at 20 positions. The casing includes a small, fuel-based base tank that assists the tank 5.

If the tank of FIG. 528 has a similar crown, the crown of FIG. 529 would be replaceable. In the manner as described above, the fuel supply for all situations is performed only in the base tank 9, or is performed by an additional, small, module tank 5, or an additional, large, module. It is executed by the tank 5a. If the package is to be kept on the ground, only the feet need to be replaced as a variant of the tank option.

  If necessary, an energy storage device 9a and / or an electrical controller 9b are included in the package. As indicated by the solid line arrow 12, the exhaust gas from the engine passes through the processing module 15 from both sides of the separately removable waste processing module 15 and is sequentially described as follows. In the antler diffuser / silencer 18, it is mixed with the outside air and appears in diluted form at position 13.

  If necessary, the turbine module is equipped with its own generator and each connector 20 for electrical output on both sides. The turbine module is attached to the top of the package 24. Optionally, the package is wired so that when the turbine is installed, the collected power is only available from the top pair of each connector.

  The base of the diffuser 18 is fitted into a female recess 16 on the top of the turbine module or on the casing 2. The casing 2 has twin handles 23. Providing a turbine module for converting exhaust energy into work will substantially reduce the exhaust gas temperature before the exhaust gas reaches the diffuser. As required, an energy storage device 9a and / or an electrical controller 9b are included in the package.

  In a new embodiment, the exhaust gas diffuser includes one or more bowls with holes or through holes formed therein. Each bowl is gathered in the form of a nest as needed, and is somewhat coaxial with respect to the longitudinal axis and is made of any suitable material. In each bowl, the exhaust gas enters the bottom of the smallest bowl relative to the smallest bowl, passes through the neck or tube, and exits through the top of the smallest bowl.

  If necessary, heat shields are placed on the outermost bowl and any tube section. Optionally, each bowl is made of a thermally insulating material, or at least partially has a lining of the material.

For example, FIG. 530 schematically shows a regular bowl-shaped diffuser on the left side of the center line CL. The diffuser includes a first bowl or bulb (bulb-shaped part) 27. The valve 27 has an opening 25 formed by being peeled off at the lower part of the valve 27, and has some fixed holes 26 at the upper part of the valve 27. The valve 27 has a screw that meshes with the inside of the casing 23 so as to be disposed in the casing 23 and to be connected to the cleaning module 15 for discharged materials.

  If necessary, a second bowl 28 having a hole formed therein is provided on the first bowl. The second bowl 28 is a bowl having an insulator as required at the position 30. If necessary, one or more additional bowls 29 with holes are provided.

  As the exhaust gas rises, the exhaust gas further mixes with the outside air 11 and becomes more diluted, resulting in a lower temperature, as indicated by circle arrows 13, Appears as a chilled mixture.

  For a given application, careful positioning and sizing of each hole and tear-off in any configuration will optimize the degree of exhaust gas diffusion and cooling, as required.

  The layout on the right side of the center line CL is composed of a “hydra head (multiple snakes)”, and is broadly the same as the left side except that the holes are the bases of the tube-like elongated portions 27. The tube-like extension 27 spreads the exhaust gas / air mixture 13 more widely due to the careful design and arrangement of the tube-like extension 27.

  In another embodiment, the exhaust gas diffuser includes two or more other hollow shape portions that are connected to the first hollow shape portion (first hollow shape portion) and extend radially from the first hollow shape portion. Each of the other hollow-shaped portions is formed with a hole, that is, a hole, and has a configuration of the first hollow-shaped portion and a T-shape as necessary. The first hollow shape portion is somewhat along the longitudinal direction as required. All the portions of the first hollow shape portion and the other hollow shape portions are made of any suitable material. The exhaust gas enters the first hollow shape portion, passes through the other hollow shape portions, and goes outside.

  As needed, each heat shield 21 is arranged around each part in one or more hollow shape parts. If necessary, each of the hollow-shaped portions is made of a thermally insulating material, or at least partially has a lining of the material as described above.

  In another embodiment, FIG. 531 schematically shows one half of an “antler” type diffuser fitted with the first hollow-shaped portion 31 pushed into the casing 23 on the left side of the center line CL. One or more second hollow-shaped portions 32 are provided. The 2nd hollow shape part 32 is provided with each hole 26, and is connected with the 1st hollow shape part. Both the first hollow shape portion 31 and the second hollow shape portion 32 have an insulator at the position 30 as necessary.

  If necessary, one or more covers, i.e., awnings, provided with holes are provided on each of the second hollow shape portions. As the exhaust gas rises, the exhaust gas further mixes with the outside air and becomes more diluted, so it is cooled further and the air and exhaust gas are cooled as indicated by circle arrows 13. Discharged as a mixture.

FIG. 532 schematically shows a cross section taken up by “A” in FIG. 531 . The second hollow-shaped portion has each rolled lip portion 36 that functions as a heat shield, in which the respective sheets with two deformed holes are fused or combined with each other. is doing.

  In other embodiments, some or all of the charge air is taken by the engine through an exhaust gas diffuser and / or an exhaust gas treatment volume. At this time, heat is transferred from the exhaust gas to the charge air, thus cooling the exhaust gas.

For example, FIG. 533 shows each spacer 37 that supports the tubular sleeve 38 that surrounds the first hollow-shaped portion 31. In the present embodiment, the first hollow shape portion 31 is engaged with an upper portion of the enclosure 39 of the exhaust processing volume 40. The sleeve is supported on a relatively soft, compressible gasket 41. The gasket 41 is disposed in a recess in the casing 24.

Each cooling fin 42 is provided on the component 31 and / or the enclosure 39 as required. Charge air enters the interior through the throat 43 as indicated by the broken arrow 11, descends the sleeve, and passes through the component 31 and each cooling fin 42 as required. On the other hand, the hot exhaust gas ascends and flows through the processing volume 40, as indicated by the solid arrow 12, passes through the part 31, and enters the diffuser as needed as described above. In still other embodiments, any of the configurations of FIGS. 528 to 533 are adapted for diffusing any warmed hot gas from any source.

  In still other embodiments, diffusers for hot or warm gas are incorporated into vehicles, airplanes and / or ships. In the above diffusers, the flow of outside air is directed in the direction passing through the hole, that is, the diffuser in which the hole is formed. Hot gas from any source enters the diffuser by any path and exits through one or more holes and / or openings. The diffusers as described above can be attached to any position on the vehicle, airplane or ship.

  If necessary, the diffusers are mounted at a high position on the ship, and are mounted on the roof or the lower side of the vehicle body on the vehicles. If desired, the diffusers for engine exhaust also function at least in part as a muffler.

FIG. 534 schematically illustrates the general principle of such diffusers as described above, which in this embodiment are mounted on the roof of a ship or vehicle 44. The vehicles have a normal forward direction indicated at 43.

  The hot gas 12, shown as each solid arrow, enters the diffuser 46 via a path 45 and exits through each hole 47 and / or each tear-off 48 and / or one or more rear elongated slits 49. Go.

  When the vehicle or ship is moving, outside air, shown as dashed arrow 11, enters at position 50 and flows through enclosure 51 due to at least a portion of the ram effect, passing through the upper and lower surfaces of the diffuser. Each of the surfaces it contains passes and mixes with the hot gas. The mixture of outside air and hot gas exits the enclosure at position 52 as indicated by circle arrow 13.

  In alternative embodiments, as shown in this embodiment, air flows over only one of the surfaces of the diffuser. Optionally, thermal and / or acoustic and / or mechanical vibration insulators or protective layers are provided at positions 53 between the enclosure 51 and the vehicle or ship 44 and / or each lower side 51 of the enclosure, 54.

  If desired, any type of protrusion or deflector 55 can be placed anywhere in the enclosure 51 or inside or outside the diffuser 46 to better control each flow of gas. May be.

  As required, a scoop-like portion 56 is disposed within the front portion of the enclosure 51 to send outside air to any part of the vehicle or ship via a path 57. The air transmission is assisted by the ram effect as needed.

  If desired, any type of exhaust treatment and / or sound reduction system can be implemented at the front of the diffuser, as shown at location 60. When the vehicle or ship is moving slowly or stopped and there is little or no ram effect, the air can be Pumped indefinitely through the enclosure. The means includes perforated ducts 58 and paths 59.

In yet other embodiments, charge air is used to cool the exhaust before it enters the vehicle, airplane or marine engine. FIG. 535 shows in this embodiment the general principle of the diffusers as described above attached to the roof of the ship or vehicle 44. The vehicle has a normal forward direction indicated at 43.

The hot gas 12, shown as each solid arrow, enters the diffuser 46 via a path 45 and exits via each hole 47 and / or tear-off portion 48. In each alternative embodiment, as shown in FIG. 534 49, there is a rear slit. When the vehicle or ship is in motion, outside air enters at position 50 and flows through the volume defined by the upper enclosure 51, as indicated by each dashed arrow 11, at least part of the ram effect; In this embodiment, it passes through each surface of the diffuser, including the upper surface, and mixes with the hot gas. The mixture of outside air and hot gas exits at position 52, indicated by circle arrow 13.

  In alternative embodiments, the air flow is above the underside of the diffuser away from the vehicle or ship 44. Optionally, a thermal and / or acoustic and / or mechanical vibration insulator or protective layer is provided at position 53 between enclosure 51 and vehicle or ship 44 and / or any surface of the enclosure. In this embodiment, it is arranged on the upper surface 54.

  If desired, any type of protrusion or deflector 55 and / or each type of cooling fin 61 can be used to control each flow of gas and to facilitate heat conduction. It may be located anywhere within the volume defined by 51 or inside or outside the diffuser 46.

  If necessary, a scoop 56 is placed in the front of the volume defined by the enclosure 51 to send outside air via a path 57 to any part of the vehicle or ship including the engine. It has become. The air transmission is assisted by the ram effect as needed.

  If desired, any type of exhaust treatment and / or sound reduction system can be implemented in any convenient portion of the diffuser, as shown at location 60. When the vehicle or ship is moving slowly or stopped and there is little or no ram effect, the air can be Pumped indefinitely through the enclosure. The means includes one or more elongated volumes 58 and pathways 59 having open ends.

A scoop-shaped portion 62 is disposed in the air flow over the enclosure 51 to change the air flow into the mixing zone between the diffuser 62 and the enclosure 51 as needed. In FIG. 534 and FIG. 535 , the enclosure 51 and each diffuser 46 have a shape that is widely similar to the shape of conventional mufflers.

  In yet another embodiment, known techniques for designing, manufacturing and installing mufflers are adapted to each diffuser and each enclosure of the present invention. In still other embodiments, some and / or all of the enclosure 51 is removed and the air flows such that the diffuser flows above or below the vehicle or ship or passes through the vehicle or ship. Installed directly in the flow.

Such portable and other power generation and / or pump and / or compressor sets can be in a very compact internal package. In a further embodiment, the engine of the present invention drives a machine disposed substantially within the piston / rod assembly, and further substantially by engine exhaust obtained from a turbine mounted within the machine. Move. As an example, FIG. 536 schematically shows the internal layout of the heat insulation casing 37. They are components that reciprocate in the direction of arrow 38 indicated by double-line hatching, components that are fixed in the case indicated by hatched hatching, the path of ambient air that circulates in the interior space 60 indicated by dashed-line arrows, This is indicated by the optionally provided insulation duct or the exhaust gas path in the facility indicated by the solid arrows. The piston / rod assembly 39 shown at the center of the reciprocating motion CR can be constructed in any manner, including the method disclosed herein, and includes a peripheral gas treatment volume 42 and a cylinder assembly 40 having an exhaust port 41 that vents. A pair of toroidal combustion chambers 43 are defined by reciprocating inside. The structural frame 44 is attached to the piston / rod assembly 39 and supports the linear generator and / or motor reciprocation 45. The stator portion 46 is supported by one or more frames 47 attached to the structural components of the cylinder assembly 40 and / or the casing 37. The reciprocating frame 44 is part of a scotch yoke and has an elongated slot 48 connected to one or more crank pins 49 having a travel path 50 mounted on one or more crankshafts 51. The one or more crankshafts are optionally disclosed herein by bevel gears or other means, and are centrally connected to a turbine in a thermally insulated casing, schematically illustrated by a crossed rectangle 53. The shaft 52 is driven. The optionally indicated shaft penetrates the turbine and drives the second crankshaft 54 that drives the shaft 56, while driving the fuel discharge mechanism 57 on the one hand and the other mechanism 58 on the other hand. The supply air enters the casing through a meshed opening and a removable and / or replaceable cleaning filter at position 55 as required, and both the computer 59 and other fixed device element 61 conduct the supply flow. close. The exhaust gas is discharged from the combustion chamber through the port 41, passes through the processing space 42, and then reaches the turbine through the heat insulation duct 62. The turbine extracts work from the heated exhaust gas to the drive shaft 52, and further extracts work to the generator and / or motor via the scotch yoke as necessary. Thereafter, the cooled exhaust gas is routed from the insulation duct 63 to the exhaust treatment module 64 as needed, from there to the central plenum 64 and optionally to an exhaust gas diffuser 66 similar to the description of FIGS. 506 and 507 . . The gas diffuser 66 is screwed to the top of the casing 37. In other embodiments, the principles of the present invention apply to rotary design generators and / or motors. In a further embodiment, the principles of the invention apply to a compressor or pump instead of a generator and / or motor. In other embodiments, the crankshaft described herein and other useful for converting to a combined reciprocating, rotational motion, including a variable angular connection to any other device or mechanism Means are used. In further embodiments, any generator and / or motor disclosed herein is used to start any turbine and / or engine of the present invention.

In rotating devices such as generators and / or motors and turbines, the power density is generally proportional to the rotational speed. The main factor that limits the rotational speed is mostly the maximum centrifugal force of the rotating part. In a new embodiment, like the generator and / or motor and turbine, the rotor and stator constitute counter rotation. In such an embodiment, particularly in the case of an electronic device, if both components rotate at approximately the same speed to give a speed difference, the rotational speed of each component is approximately halved and the centrifugal force is 4 minutes. Is reduced to 1. If the original component rotates at the limiting speed in the opposite direction, the speed difference is doubled, resulting in a roughly proportional increase in power. In the turbine case, one component rotates at a different speed, and the stator “speed” corresponding to the rotor is the mass, hot gas direction and speed before being inserted into the stator / rotor interface. Defined by a number of factors including In a further embodiment, one or more scotch yokes coupled to the reciprocating piston / rod assembly within the casing housing the engine are self-driven or include generators and / or motors, pumps, compressors and / or Or driven directly by a rotating device such as a turbine or a rotating shaft of a machine. In other embodiments, a rotating device or machine that is self-driven or driven by a piston / rod assembly has a counter-rotating component and, if necessary, a counter-rotating scotch yoke device, The content disclosed here or the principle disclosed here is included. As an example, FIG. 537 schematically illustrates a layout in which the scotch yoke directly drives four axes having axes 90 and 91 that are orthogonal to the reciprocal axis parallel to direction 38 within the heat insulating casing 37. They are a component that reciprocates in the direction of arrow 38 indicated by double line hatching, a component that is fixed in a case indicated by hatched hatching, and a path of supply air that circulates in the internal space 60 indicated by dashed arrow , Indicated by a solid heat duct or an exhaust gas path in the facility as indicated by the solid arrow 12. The two optional piston / rod assemblies shown on both sides of the centerline CL each have a thermal insulation 67 and are common to both, a cylinder assembly having an ambient gas treatment space 42 and an exhaust port 41 vented. The inside of 40 is reciprocated and a pair of toroidal combustion chamber 43 is prescribed | regulated. The left side structure 47 is attached as a complete assembly to the structure of the cylinder assembly and / or the frame components of the casing, and on the right side, two assemblies are attached to the top and bottom of the cylinder assembly, respectively. On the left side, the piston / rod assembly includes a cylinder 69 and an assembly element 39 sandwiched between two annular plates by a fastener with a shaft 68. The plate 72 attached to the cylinder by any means including the weld 71 forms the cord of the cylinder 69 (extends in and out of the page) and has two elongated slots 73, each part of the scotch yoke is It is connected to the crankpin 74 of the crankshaft 75 and is supported by the bearing 76 in the bridge portion 77 of the structure 47. On the right side, the piston / rod assembly includes two components 39a and two bowls 78, and the assembled state is maintained by a fastener having a shaft 68 and / or a fastener having a shaft 79. A plate 81 attached to each bowl 80 by any means, including welds 71, forms the cord of bowl 78 (extends out of and into the plane of the paper), has an elongated slot 73, and a portion of the scotch yoke is It is connected to the crankpin 74 of the crankshaft 81 and is supported by a bearing 76 in the extension 82 of the structure 47. Different configurations can be selected on each side of the centerline, in practice each of the finished cylinder assembly and finished piston / rod assembly would be assembled by one of the options. The scotch yoke is configured to rotate the left crankshaft 75 opposite the right shaft 81 with each pair of counterrotating shafts having common shafts 90 and 91. In the upper central part of the drawing, generators and / or motors are symbolically shown, and a rotating “stator” part 83 rotates in the opposite direction to the rotor part 84 at the same speed. If necessary, the crankshafts are combined with one another as indicated by the dashed lines and supported by bearings 85 shown schematically. The lower half of the center of the drawing shows a heat insulating housing 87 that houses the turbine, and hot exhaust gas 12 enters the housing through a heat insulating duct 88 as necessary and is cooled as low as necessary. The exhaust 12 a is exhausted through the heat insulation duct 89. The lower crankshafts 75 and 81 are combined and supported in the same manner as shown on the upper side of the drawing as required. One shaft is connected to the turbine “stator” and the other shaft is connected to the turbine rotor. In this counter-rotating turbine embodiment, the two shafts rotate in the opposite direction at the same speed, and the mass, gas direction and speed are designed to be optimal. Further, in an embodiment, the generator and / or motor is not exposed to the gas flow in the space 60, but is placed in its own enclosure and cooled by any effective means as needed. In other embodiments, the pair of counter rotation axes do not have a common axis. In alternative embodiments, any mechanism having an opposite axis of rotation may be placed at any suitable location on the casing having the engine of the present invention. In other embodiments, at least a pair of axes rotate in the same direction, rather than in opposite directions. In a further embodiment, at least one of the crankshafts 75 and 81 is indispensable and / or connected with a single common shaft, the device in which they are used does not have a main counter-rotating element. In further embodiments, any of the features of FIGS. 463 to 513 and 523 to 537 may be any other feature of these drawings and any of the features described in FIGS. 1 to 324 and 400 to 425 . May be combined.

In selected embodiments, exhaust gases from any combustion source, including industrial fluid bed combustion and IC engines of either traditional or inventive engines, are selected from selected components (dust, hydrocarbons) in the exhaust gas. , Carbon monoxide, nitric oxide (NO _x ), and carbon dioxide (CO 2)) in some way to remove water or other fluids . The water before coming into contact with the exhaust gas optionally becomes part of a fluid containing one or more substances. The gas may be any form of water or aqueous in the process described as gas scrubbing, including an aqueous fluid, or alternatively, and / or in addition, a liquid, gas, vapor or steam. Is passed through a tank or reservoir containing the fluid and introduced into the exhaust gas stream. After moistening, lightening and / or acting on at least one component of the exhaust gas, the water contains at least one new component or increases the amount of an existing component in the water, Aqueous fluids change composition. After contact with the exhaust gas, the altered aqueous fluid may be stored in a tank to be removed and treated at certain time intervals, or may be treated to remove new components or remove increased components. it can. If necessary, the treatment is aimed at a repeated cycle so that the water or aqueous fluid is substantially restored to its original state and again exposed to the exhaust gas. If water or an aqueous fluid captures and absorbs particulate matter, the altered liquid can sometimes be passed through a particle trap so that it can be washed back into place, or the altered liquid is a particle Substances can be passed through or mixed to act with the substance to produce new components. After one cycle, the material needs to be removed or worn out and replaced, and if necessary, new compound deposits need to be removed after the same cycle. If necessary, one or both of the removable material and the material to be removed can be removed with a replaceable cartridge or module to include the disclosure herein. The above processes and procedures described above for particulate matter removal can be used and / or applied to remove any components of the exhaust gas. In an alternative and / or additional embodiment, the exhaust gas is presently substantially free of carbon dioxide (CO2) by reaction or other binding with other materials and / or water to form some other product. ) In the part of the exhaust gas treatment system that removes from the exhaust gas, mixed with one or more other substances, including water and / or substances dissolved in water. As an example, a system that removes CO2 may optionally form a carbonic acid by passing a metal or fibrous base through, or by combining with an acid to form a salt in a treatment system. Is built. The salt is removed at intervals after movement to the storage location, if necessary, or after combining with other materials to form a new compound. In an alternative water-based system for CO2 removal, lime or calcium oxide is introduced into the water to form calcium hydroxide, reacting with CO2 to form calcium carbonate and removed after precipitation. In other embodiments, a water-based system for CO2 removal includes a carbonate solution of potassium carbonate or some other substance. In the case of CO2, carbonic acid is produced by interaction with water alone, and interaction with other substances dissolved in water produces other compounds, generally in solution or mixed solution. The resulting mixture of water and carbonic acid and / or water and other materials can be stored in a tank and is sometimes injected from the tank into some treatment system. Alternatively, a mixture of water and carbonic acid and / or a mixture of water and other substances may be metals or bases or other materials (carbonic acid and / or reactive to form salts and / or other substances). Other substances) can be passed through or mixed. After one cycle, the metal or base or other material needs to be removed or worn out and replaced, and if necessary, the salt and / or other material is removed after the same cycle There is a need. If all the CO2 is combined with other substances and removed from the exhaust, approximately 5-10 kilograms of other substances will be produced per kilogram of fuel. If refueling and removal of other materials occur simultaneously, the tank holding the other material will be significantly larger than the fuel tank, and the exhaust treatment system that is part of a system such as an aircraft or vehicle Use of fuel increases weight.

  In any application, including industrial plants and power plants, any kind of pollutant removal system has a pollutant measuring sensor at the end to determine whether the pollutant content of the exhaust gas exceeds an acceptable electrical or electronic circuit. As a trigger. In the case of replacement of defective parts and / or removal of any material from the exhaust in an IC engine of a vehicle, ship or aircraft, these include electronic or other predefined systems as required, and any defective parts of the exhaust treatment system Before refilling or evacuating the product stored in the tank or reservoir, refueling and / or operation is disabled. The electric circuit is included in a vehicle, a ship, or an aircraft, and can use an audible alarm and / or light emission at a position that is easily visible. In the case of the IC engine of the present invention, it is preferred that the exhaust gas discharged from the combustion chamber has a temperature between approximately 900 ° C. and 1400 ° C., depending on the application and location of the engine tune, treatment system. This is higher than conventional engines and generally causes an initial reaction between water and / or other substances in the solution and more effectively removes exhaust gas components more rapidly. In a further embodiment, the amount of water exposed to the gas is measured or proportional to the gas flow rate and is sufficient or slightly larger to allow the desired reaction to occur completely. In some applications, if this amount of water is too low, all or almost all of it will be vaporized by the hot exhaust gas, and in the case of possible CO2 reduction, some or all of the carbonic acid formed will be a gas rather than a liquid. In some applications, all fluid components after the desired reaction are gaseous, including the remainder of the original exhaust gas and possibly traces of water. In such cases, the hot gas can be passed through a suitable metal or base or other filament material to remove the product of the initial reaction. If after conversion from water to steam the mixture is not hot enough to complete the desired reaction within the time limit, additional heating may be applied to the gas at any time during processing. In all the embodiments and applications described above, the desired reaction is promoted and / or accelerated by the placement of the catalyst within the reaction environment as needed. In further embodiments, if the water reservoir or tank is part of the exhaust gas treatment, the amount of water or other liquid in the tank or reservoir is appropriately measured and / or cooled alone Or heated and maintained at the desired temperature. Any conventional means can be used for cooling or heating. For example, cooling can be accomplished through intake air that enters directly into the tank or reservoir, or by passing air through a heat exchanger, intubation, or radiator that is placed in the liquid. For heating, electricity or other heaters can be placed in a reservoir or tank. After completing all of the above treatments, the majority of the amount of water converted to steam reduces the temperature of the exhaust gas but still remains high. In further embodiments, the remaining thermal energy in the exhaust gas is utilized in any conventional means for maintaining the desired temperature of the water in the tank or reservoir before releasing the exhaust gas to the atmosphere, and / or Or it is used to boil the liquid in whole or in part to remove the desired deposits. Such means include heat exchange systems that transfer gas directly into the liquid tank or liquid and / or gas reservoir, or transfer thermal energy to the liquid tank or liquid and / or gas reservoir. In any embodiment or application in this disclosure, a fan or impeller or other device to facilitate fluid mixing may be located in any part of the exhaust treatment system.

Some of the embodiments described above are shown schematically in FIGS. 477 to 480 as an example. FIG. 477 is a schematic diagram illustrating a system based on a liquid tank or reservoir, where 1851 is a tank or reservoir that is partially filled with water 1852 as needed. The exhaust gas enters from 1853, passes through or is mixed with water, passes through an additional particulate filter 1855, optionally containing filament material, and then, optionally, additional contaminant removal, including filament material. Exhaust gas that has passed through the system 1856 and passed through the system is assisted by the additional fan or impeller 1857 for release from the 1854 to the atmosphere. If necessary, a fan 1858 powered by an electronic circuit 1860 is provided anywhere in the tank to ensure good mixing of water vapor or steam and exhaust gas. Similarly, an electronic heater 1859 powered by electronic circuit 1860 maintains the water at the desired temperature. If necessary, water is circulated by pump 1861, passes through contaminant removal device 1862, is returned in the direction of 1864 through tube 1863, and is returned to the tank at 1865. If necessary, still hot gas is passed through heat exchanger 1866 to transfer thermal energy to one or more other heat exchangers 1867 and 1868 to heat contaminant removal device 1862 and / or tank 1851. Maintain at desired temperature. The heat exchangers are connected by a pipe or pipe 1869 through which the fluid flows, the direction being along the direction of the nearby unnumbered arrow shown and may include any number and type of valves (not shown). . Contaminant removal device 1862 and contaminant removal systems 1855 and 1856 can be configured to remove any material including particulate matter, hydrocarbons, carbon dioxide, nitric oxide, carbon dioxide and one or more The removed material can be stored in one or more tanks 1870. If gas is stored, it is compressed and stored under pressure as needed. Although only one device 1862 and one system 1856 are shown at each location, the number of devices and systems placed at each location is arbitrary and are connected in series or in parallel. Any of the components shown in FIG. 477 may have a heat insulating function. In an alternative embodiment, a defined amount of water is mixed with the exhaust gas and the water component to complete one or more desired chemical reactions is sufficient or just as needed.

Figure 478 is a longitudinal cross-sectional view of an exhaust treatment system, FIG. 479 is a sectional view of the position of the mark B in Figure 478. The exhaust treatment system are arranged in a straight line from the position of the vertical downward arrow A in FIG. 478. The exhaust gas 1853 passes through the flow path 1871 and can be angled to enter the main processing structure 1880. The first part of the main processing structure 1880 is a mixing chamber 1872 having a substantially circular cross section. A heat insulating material 1882 may be attached to the main processing structure 1880. At the bend 1873, the exhaust gas density is maximized and the velocity is probably also maximized. The speed of the exhaust gas is very high in the cross section of the symbol A as compared with the cross section of the flow path 1871 and the mixing chamber 1872. Water or other liquid is supplied at 1875. For example, it may be dropped or introduced into the position of 1876 so as to become a small droplet at 1879, may be supplied by gravity from a showerhead type device at 1890, and gas is applied by applying pressure at the injection device at 1877. May be supplied in a direction substantially opposite to the direction of flow, and a plurality of these methods may be used. The liquid may be heated or superheated. When the liquid is water, a part of the liquid may be in the form of a vapor and may be supplied at a pressure and temperature that are easy to handle. Thereafter, the exhaust gas passes through treatment modules (or treatment cartridges) 1855 and 1856 that can be removed and replaced before being discharged to the atmosphere at the position 1854. If necessary, a suction fan 1857 for assisting suction of exhaust gas in the direction of 1854 may be provided. Further, a fan 1858 for pushing and / or accelerating exhaust gas may be provided. As shown in the cross-sectional view of FIG. 479 , the processing module is disposed in an enlarged portion whose cross-sectional shape is enlarged. FIG. 479 shows the enlarged portion with the processing module or the processing cartridge removed, showing the inner diameter 1885 of a standard processing structure. A broken line 1886 in FIG. 479 indicates a position where the processing module or the processing cartridge is mounted. The inside of the lid portion 1881 has a crescent shape so that moisture flows down into the main structure. Similar to the lid, the entire main structure may be covered with a heat insulating material 1882. Excess water flows down the pipe 1834 through the drain hole 1883 of the enlarged portion and is discharged to the bottom of the mixing chamber. The bent portion 1873 is provided with an emergency or maintenance drain plug 1874. The system has a shape that descends in the direction opposite to the gas flow direction, but is not limited thereto, and may be shaped to fall in the gas flow direction. The treatment module may be designed to remove all or part of the exhaust gas components. The processing module may be in the form of a fiber, a filament, or a porous material, and may be made of a material such as ceramics, a high temperature alloy, or a metal, or a combination of these materials. It may be done. It may also contain a material that reacts with the constituents of the exhaust gas to remove or reduce the constituents over time and / or a catalyst that does not react itself but assists the reaction process. In order to easily and cleanly remove / replace the processing module or the processing cartridge, a hole may be provided in the surface through which the exhaust gas flows, and a processing substance such as a filament material may be attached to the hole. FIG. 480 is an axonometric view schematically showing the structure of a “tea strainer” -shaped removal processing module that can be easily attached and detached. This removal processing module has a surface 1887 perpendicular to the flow direction of the exhaust gas in which a mesh or a hole is formed, a continuous surface 1888 parallel to the flow of the exhaust gas, and a filament material 1889 placed inside. The cross-sectional shape of the removable “tea strainer” type module that is a part of the exhaust treatment system is not particularly limited, and may be circular as described above, and may be oval or rectangular. Also good. The module may include hardware such as the filament materials described above and / or other materials including catalysts and / or materials that are removed and replaced after use, or combinations thereof. Various filters may be provided instead of or in addition to the above configuration. The removable module of FIG. 480 is attached to a system secured by an engagement member. As another example, a tea strainer-type removable module may be a removable system such as, for example, a snap-in type reciprocating engine 274 and a CO2 removal system 278 provided in the tank shown in FIGS. 473 and 474 . It may be provided as a part of. FIGS. 463 to 480 show a schematic configuration, and the dimensions and the ratio of members are not limited to these drawings except for the height of FIG. 463 .

Today's metal engine hardware was commercialized in the steam age and later applied to reciprocating IC engines. These engines have a large base that has already been introduced worldwide, such as the manufacturing equipment, manufacturing technology, and many components used in the assembly of these engines. There is a strong desire for a completely new and more efficient engine using completely different parts, manufacturing methods, and assembly methods, but it will take a considerable amount of time before such technology is shown. it is obvious. An important and equally attractive method is to achieve relatively efficient operation, reduced fuel consumption, and reduced CO2 by making relatively simple modifications to a typical engine. Today, engine speed and power density are limited by a number of factors such as the time available for proper fuel delivery and combustion processes. For vehicles, aircraft, and ships, improving power density can reduce engine capacity required for transportation, thus saving fuel and thereby reducing CO2 emissions. In the case of large engines such as power generators and ships, the number of revolutions is limited by one of the most important factors, namely the stress due to the mass of the reciprocating member, thereby limiting the power density. In another embodiment of the present invention, unlike the conventional engine layout, the crankshaft and the piston are mainly connected in a tensioned state. The connection mechanisms in other engines are also connected in a state where tension is mainly applied. For example, a push rod (push rod) in today's engines can be replaced with a pull wire. In yet another embodiment, the camshaft disposed in the vicinity of the crankshaft operates one or more valves with a member that is primarily tensioned. In the example of FIG. 481, when the rocker arm 1257 to which the cam shaft 1256 is attached by the turning shaft 1258 is operated, via the tension applying member 1259 and the operation rocker (swing shaft) 1260 attached by the turning shaft 1261. The valve 1262 provided in the head 1004 and normally biased in the closing direction by the spring 1263 is opened. It is clear that the use of the tension applying member eliminates the need for straightening the force lines, and thus allows a large degree of freedom in the positions of the cam and the valve mechanism. For example, the tensioning member 1259 bypasses other engine elements 1264 by means such as tires, rollers or bearings 1265. A tension | tensile_strength provision member is not restricted to a wire, A thin stick | rod may be sufficient. In another embodiment, a lever attached to the pivot axis functions as a member for generating an indirect path around the obstacle and a stroke expanding member. In the example of FIG. 482, a tension rod (pull rod) 438 is used. In this embodiment, the upper rocker (swing axis) 1260, pivot 1261, the valve 1262, the spring 1263, the head 1004, the cam 1256, the lower rocker (swing axis) 1257, and the pivot axis 1258 is the same as in FIG 481. These two rockers (rocking shafts) are connected so as to avoid an obstacle 1264 by two rods (rods) 438 and a stroke expanding member 437 attached by a pivot shaft 436. Both ends of each bar are attached to a cylindrical pivot shaft 440 provided on the rocker and the stroke expanding member by an adjustable lock nut 439. The drawings do not limit dimensions. The tension rod (pull rod) is tensioned and has only to have a mass and thickness that can prevent bending and deformation, so that the tension between the lower cam follower and the upper follower is low. In general, it can be made thinner and lighter than a conventional push rod that needs to be linear. In yet another embodiment, the lower rocker in FIGS. 481 and 482 has been removed by allowing the cam to function directly as a pull wire or pull bar by any means. As shown in FIG. 483 , the tension applying member 1259 is attached to a movable rod (movable cage) 1266 surrounding the cam 1267. The movable rod 1266 includes, for example, a roller follower and a cam follower 1268 having a groove 1269 into which a fixed cylindrical guide 1269a is movably inserted. Cylindrical guide 1269a is provided to move in the direction indicated by arrow 1270 following the cam. The guide 1269a may be a cam shaft. The upper extension of the movable rod 1266a is slidably attached to a part 1269a of the engine housing. The movable rod 1266a may have a lower extension (see the broken line 1266b) that is slidably provided on a part of the engine housing (see the broken line 1269c). As described above, the operation mechanism for applying tension can be applied to the function of the operation mechanism used for an arbitrary purpose in an arbitrary engine or mechanical system.

  Virtually all IC engines operate in an environment where the load and speed vary over a wide range to some extent. These IC engines are designed to operate in the range from the low engine speed state at idling to the maximum design speed, and from the very low load condition such as idling to the maximum design load. Designed to. The engine gets hottest at full load and maximum speed. Most cooling systems are designed to remove the amount of heat energy in this hottest condition to prevent overheating. The rate of heat consumption is a function of time, and the capacity of the cooling system is generally fixed at maximum load and maximum speed conditions, so if the engine is operating at low speed and / or low load, Most of the energy in the fuel is wasted by the cooling system. The efficiency is expressed as a function of the difference between the temperature at the start of the combustion cycle (the temperature of the intake air and is relatively unchanged) and the actual combustion temperature. Since today's engines generally operate over a wide temperature range, the efficiency varies over a wide range depending on the load and speed. The object of the present invention is to always operate the engine at the highest design temperature at any load and speed, thereby always operating at the maximum efficiency determined according to the temperature.

  Other factors can also affect efficiency, but they are not the main focus of engine technology improvements in the present invention. It is clear that most conventional engines are usually operating at an efficiency much lower than the optimum efficiency determined by temperature. The standard case is today's car. Today's automobiles are designed to achieve maximum acceleration and maximum speed on an inclined surface with a distance of about 25 kilometers when carrying the maximum load. However, it is often the case that one person rides alone, travels more or less on the level ground, the traveling speed is set to a speed much lower than the maximum speed stipulated by law, and depending on the traffic situation These conditions rarely occur even when used every day because they may be idle or run at low speeds. If the engine can always be operated at a temperature very close to the highest design temperature, the significant advantages of the present invention are obtained that can greatly improve overall efficiency and substantially reduce fuel consumption and CO2 emissions. Almost all IC organizations today must meet strict emission regulations for pollutants such as particulates, hydrocarbons, carbon monoxide (CO), and nitric oxide (NOx), and be compatible with emissions control systems Don't be. These IC engines include various types of devices such as reactors and catalysts. Almost all of these devices are intended to promote chemical reactions that proceed slowly when nothing is being addressed. In general, the rate of chemical reaction increases rapidly with increasing temperature. Also, the effectiveness of a given catalyst increases with increasing temperature. In the case of the automobile described above, the exhaust gas usually passes through the exhaust system at a temperature much lower than the maximum design temperature of the exhaust system. If the engine temperature (exhaust gas temperature) can be kept constant under virtually all operating conditions, it can be freely brought close to the engine limit temperature, eliminating the need for sophisticated and expensive exhaust gas systems. An important advantage of the present invention is that it can be cleaned to a considerable degree. It is proposed to provide an exhaust treatment system that operates at the highest temperature and to extend the time that the gas stays in the hot exhaust treatment system. In addition, the conventional general structure has the following four points: “(1) Change structural details and materials”, “(2) When the engine is operating under normal low load conditions "(3) with a cooling system with widely varying performance. Also with insulation and compensating for it by increasing the capacity of the cooling system during a selected period of time." ”,“ (4) Heat the air that enters the period of low rotation speed and / or low load. ”By making relatively small modifications and adjustments, the operating temperature is kept constant and the maximum engine efficiency is achieved. Advocate to get

  In the modified embodiment of the conventional engine, (1) the engine speed, (2) the flow rate of the intake air flowing around the rocker, the crank chamber, or the whole or a part of the engine, (3) the coupling of the electric charging device Timing and degree, (4) adjustment of exhaust gas during cold start, (5) timing and degree of fuel supply, (6) timing and degree of flow of lubricating fluid, (7) timing and degree of flow of cooling fluid, (8) One or more variable parameters of (9) timing and degree of opening of intake valve and laying valve, (9) timing and degree of engine braking are determined (i) and / or (ii) suppressed and / or (iii) ) Varies manually or with a computer program, or with a combination of manual and computer programs individually or simultaneously. It is. Any computer program that provides various electrical circuits for changing the parameters directly or indirectly by any suitable means is loaded into one or more computers. The above-mentioned means is optionally provided, and the control and / or change described above is determined by using a solenoid, a servo motor, and / or a hydraulic pump or a working fluid of the hydraulic motor in one or a plurality of operation mechanisms. The computer is mounted at any appropriate position in the engine, on the engine, in a system such as a vehicle or a generator on which the engine is loaded, or on the system. The computer includes forward speed, wind direction, wind force, ambient temperature and pressure, fluid temperature and / or pressure in an operating system associated with the engine, coolant fluid temperature and / or pressure, engine speed and load, engine One or more of the following: temperature of one or more parts of the engine, pressure in one or more parts of the engine, ratio of constituents of the exhaust gas of the engine, temperature and / or condition of the air around and / or in other spaces of the driver Or it is designed to receive and process electrical or electronic signals from one or more sensors or measuring devices that detect a plurality of parameters.

The disclosure in relation to FIGS. 183 through 193 is to remove the standard manifold, place the exhaust gas reactor operating at the highest temperature close to the exhaust port, and make the reactor capacity relatively large. It shows how to increase the residence time of the exhaust gas. In various application (especially vehicle) engines, there may not be enough space for the reactor housing shown in FIGS. 183 to 193 in the engine configuration, and existing blocks apply the housing. It may be a difficult or impossible configuration. In another embodiment, the existing manifold is replaced with a greatly modified manifold that can be attached to an existing block. This replaced manifold comprises the filament material and / or catalyst of the present invention. The replaced manifold may include a variable closure device (typically a device operable during cold operation). FIGS. 484 , 485 , and 486 are front views showing the schematic shape of a conventional exemplary manifold 3210 having a valve cover 3214 attached to the engine block 3211 by nuts 3212 that are clamped to engine block stud bolts 3213. It is sectional drawing of the position of "a" in a figure and a figure. A center line 3223 of the exhaust port opening 3215 in the block and an inner surface of the manifold are indicated by a broken line 3222. Manifold 3216 provided with a replacement for block 3211 is shown in the schematic diagrams of FIGS. 498 , 488 , and 489 . Exhaust reactor capacity is increased in all dimensions, including the vertical direction covering the nut 3212 shown by the dashed line 3217 in FIG. 488 , except for the space B required for the nut and tool. A member 3218 may be provided that divides the reactor into an upper region 3219 and a lower region 3220 connected to each other by a plurality of communicating holes 3221. The total area of the holes 3221 is at least as large as one exhaust port. The hole and the member can extend the shortest path from the port to the manifold outlet 3224. In order to further extend the shortest path, the holes 3221 may be concentrated in a specific region in the reactor as shown in FIG. 487 , for example. Further, the filament material 3225 may be packed in the manifold before being attached to the engine block 3211. In another embodiment, fasteners 3212 are provided at the bottom of the manifold to attach the manifold to an engine block 3211 (not shown). In yet another embodiment, the manifold comprises a plurality of members attached to one another by fasteners. The filament materials and / or other materials described above may be placed or replaced in the manifold. For example, the enclosure of the volume 3220 shown in FIG. 489 may be an enclosure of the volume 3220a formed by attaching divided members. The cross-sectional view of FIG. 490 showing still another embodiment is the same as the cross-sectional view of FIG. 489 except that the manifold 3216 has a bottom plate 3227 to which the discharge port 3234 is attached. The bottom plate is secured to the body of the manifold with a fastener at shaft 3226 after placing filament material and / or other material 3225 in the lower portion. A spray-type heat insulating material 3228 may be attached. In another embodiment, the intake manifold and the exhaust manifold are combined so that heat transfer from the exhaust gas to the intake air is performed in order to apply to an engine in which the intake port and the exhaust port are provided on the same side. When the engine is operating at a low speed or idling state, the supply air is low speed and takes in a lot of heat, so that the engine temperature as a whole becomes high. When the engine is running at high speed, the heat taken into the supply air is negligible. FIG. 491 is a schematic cross-sectional view of a combined manifold 3216 having an upper volume 3231 for air supply having an air intake 3230 and a lower volume for exhaust gas. The lower volume is configured similarly to the lower volume in the manifold of FIG. 490 and includes filament material and / or other material 3225. The thickness of the member 3218 may be made thinner than other wall portions. Further, the member 3218 may be provided with a heat conducting fin 3232 protruding to the intake volume. In addition to or instead of the above configuration, a heat conductive fin may be provided so as to protrude into the lower exhaust gas space. If the air intake and exhaust ports are arranged coaxially as indicated at 3229, the members will wave around them as schematically indicated at 3233. A spray-type heat insulating material may be provided on the entire manifold including the upper intake space. When the manifold is made of cast iron or the like, the whole or most of the manifold becomes hot, so that heat radiation or heat transfer to the intake air can be increased by insulating the upper portion.

  Oxides and other compounds are deposited and / or adhered to the surface of the engine block, the cylinder head, and / or the radiator through which the coolant flows due to a chemical reaction with the coolant. Impurities such as calcium dissolved in water in the cooling liquid adhere to the small protrusions as described above to form a deposit, and hinder both the flow of the cooling liquid and the heat transfer from the cooling liquid. With this in mind, many manufacturers can resist oxidation and filming even when the engine is operated at the highest speed and load at the end of its design life (about 15000 km for automotive engines). Designing a cooling system. For this reason, the performance of the cooling system is higher than the performance required for cooling the engine before the design life. It is proposed that each of these members is made of a corrosion-resistant material so that the coolant flows smoothly on the surface of at least the core portion of the engine block, cylinder head, and / or radiator. In this specification, ceramics is a suitable material, but the most obvious effect is obtained from corrosion resistant alloys such as stainless steel and nickel-chromium alloys. By using these materials, it can be visually confirmed that no oxides or films are formed throughout the life of the engine, and the cooling system can operate at a substantially constant efficiency throughout the engine design life. Can do. A bolt made of a corrosion-resistant alloy may also be used for a bolt for connecting the head to the block or a bolt for connecting another member to the block or the head. Thereby, the following two advantages are obtained. One is that the bolt has the same coefficient of thermal expansion as the member through which the bolt is passed, and penetrates the coolant flow more than the popular configuration. Another is that the capacity of the coolant in the engine can be increased. As will be described later, the increase in the coolant capacity contributes to the maintenance of the maximum engine temperature. Many conventional engine blocks and cylinder heads are made of castings. Necessary when casting a corrosion-resistant alloy is impractical, or when casting cannot achieve the smooth surface required for the coolant passage, and a smooth surface is required. Accordingly, the engine block or cylinder head may be constructed from individual machined elements. In another embodiment, the path through which the intake charge enters the main engine is at least one path through a generator or fuel pump that can be operated to change between an open state and a closed state. The efficiency loss of the generator or fuel pump is converted into heat, thereby warming the intake air supply. In another embodiment, the path through which the intake air supply enters the main engine can be operated to change between an open state and a closed state, directly or via a heat exchanger. And / or at least one path through the oil reservoir, and when opened, the intake air is warmed by the heat of the crankcase and / or lubricant. In yet another embodiment, the lubricating oil is changed to pass through the lubricating oil cooler when the intake air supply does not pass through the crankcase at high speed and / or high load, and the lubricating oil is cooled to the maximum. Is done. When the intake air supply passes through the crankcase at low speed and / or low load, the lubricating oil is cooled little or not at all. In another embodiment, the path through which the intake air enters the main engine can be changed to switch between open and closed states, either directly or via a heat exchanger. And has at least one path through an enclosed volume on the valve gear (valve gear) that absorbs heat and warms the intake air supply. When the main engine operates at or near maximum speed and / or maximum load, the intake air supply is directed little or not at all to the one or more paths described above. When the engine operates at a low rotation speed or a low load, the intake air supply is warmed through the one or more paths described above and guided to the engine. By warming the intake air supply, the starting temperature of the cycle can be increased and the combustion temperature can be increased, so that the temperature of the block, cylinder head, and exhaust gas system can be maintained at a temperature close to the maximum design temperature. When the engine has a plurality of air supply paths branched from one air supply inlet, a filter or a cleaning device may be provided in the path before branching. In other embodiments, a heat insulating member is applied to the outer surface of the engine and circulates little at low speeds and / or low loads and substantially circulates during periods of high speeds and / or high loads. A large volume of coolant is applied. In today's engines that are unbalanced by the cooling system, approximately half of the total heat consumption is radiated from the engine and manifold, which could not be suppressed, but the present invention can do so.

In order to allow the engine to operate near their maximum set temperature, heat dissipation due to general heat dissipation is eliminated or limited as much as possible. And heat dissipation by the cooling system is regulated to maintain a high engine temperature. Some of the above embodiments are shown as examples in cross-sectional view 492 and partial plan view 493 showing the structure. These drawings show a multi-cylinder engine including a cylinder head 3241, a cylinder 3242, a bottom plate 3242, a main bolt 3244, and a crankshaft bridge 3245. These are all made of stainless steel alloy. Piston 3246, connecting rod 3247, and big end pin center arc 3249 are shown in dashed lines. The side plate 3249 determines the volume 3250 of the cooling fluid. The supply air enters the engine at port 3256, as indicated by the dashed arrow, and the exhaust gas exits via port 3257, as indicated by the solid arrow. Both ports are indicated by broken lines. Each of the valve enclosure 3251 and / or crankcase 3252 has two heat exchangers 3259 that are covered with metal, together with a crankcase heat exchanger partially immersed in the lubricating fluid 3253. A high surface area is provided, each of which performs a charge to port 3256 under different operating modes. The bolt connects the cylinder head 3241 and the bottom plate 3243 with the cylinder 3242 and the side plate 3249 interposed therebetween, and forms a large water jacket 3250 through which the bolt passes. The head is cut so that a large amount of water jacket surrounds most of the exhaust port 3257. The heat insulating material 3260 covers the side plate 3249, the valve cover 3254, and the crankcase cover 3255. These figures are merely diagrams, and not all valves, cams and camshafts, fuel delivery devices, and gaskets are shown. In an alternative embodiment, no heat exchanger is used. Instead, the supply air passes directly through valve enclosure 3251 and / or crankcase 3252 before entering port 3256. In further embodiments, some or all of the insulation 3260 is omitted.

At least one of a cylinder head, an engine block, a valve cover (valve cover), an oil pan cover, and / or similar members to adjust the engine temperature as close as possible to the maximum design temperature In addition, various types of heat insulating materials are attached, and the degree of cooling liquid circulation that can be essentially varied and controlled in accordance with the engine load and the rotational speed is controlled. In selected embodiments, to minimize overall radiant heat and maximize the proportion of heat removed from the area surrounding the combustion chamber that is transferred to the variable and controllable heat transfer fluid Cover the exterior of the engine with insulation as much as possible. Insulation outside the engine is performed in one or more basic forms. In the first form, a layer of heat insulating material is applied to the metal of the engine block or other elements. The layer may be sprayed during the manufacturing process, or a thermal insulation material may be sprayed onto the structural steel to provide fire resistance properties. Or you may attach the heat insulation mat of various forms to members, such as a block, by screwing, bolting, or a fastener. In addition, by providing a heat-insulating mat removal part, heat insulation can be adjusted and / or fuel injection devices, glow plugs, spark plugs, etc. can be mounted according to the season, sales area, application conditions, and usage. You may enable it to access the member which exists. In the second mode, the engine element is provided with a means for performing efficient and variable heat insulation by changing the flow rate of the air circulating around the space in the housing. The circulation amount may be made variable by making the area of the entrance to the space and / or the exit from the space variable. The circulation may be caused by convection, a variable speed fan, or both. The housing may include a removable cover for accessing the member, hole, or port. Electrical wiring and / or fuel lines may extend through the removable cover in the housing for connection to a spark plug, glow plug, or fuel injector. For example, to replace the fuel injector, the cover is sufficient along the fuel line so that a tool can be inserted through the hole or port, the fuel line can be separated, and the fuel injector can be loosened and removed. It is removed by sliding it. FIGS. 495 and 496 are highly schematic cross-sectional views of an engine 3271 connected to a transmission 3272, the engine having a removable enclosure (or covering member) spaced apart. A crankcase 3252 covered with 3273 and a valve enclosure 3251 are provided. An openable / closable door 3276 is provided on the lower front surface, and a similar door 3277 is provided on the upper rear surface. At low rpm and / or low load, the doors are closed and the trapped air is warmed there and functions as an effective insulation. At high rpm and high load, the doors are fully opened and air flows through the volume 3275 on the side of the engine as indicated by the dashed arrows. The air movement may be caused by convection or by placing a fixed speed or variable speed fan in position A and / or B to push air into volume 3275, and Cooling. A part or all of the air may be directed to the intake air inlet. An enclosure member (or covering member) similar to the surrounding member (or covering member) 3273 may be attached to the crank ace 3252 and / or the valve cover 3251 and / or the transmission 3272 as indicated by a broken line 3274. . As indicated by reference numeral 22 in FIG. 492, a cooling fin for radiating heat into the valve cover may be provided at a selected position of the head in the space 3251. A fuel line, electrical wiring, or other tube passes through the cladding member by any suitable method, as shown in FIG. In connection with the insulated engine elements, the engine coolant is variably circulated (preferably variably circulated by at least one variable speed pump). The pump may be mechanically driven by an engine and a continuously variable transmission, or may be driven by a variable speed electric motor. The circulation of the cooling liquid may be performed only by convection under the condition of low load / low speed, or may be reduced according to an increase in load / speed by a variable speed pump. The engine main members may be provided with independent coolant circulation systems each having a pump, radiator, hose and the like. For example, the cylinder block may be cooled separately from the cylinder head by coolant circulation adjusted for each separated element. By cooling the cylinder and / or engine block in this manner, each element can be maintained at its respective optimum temperature. In addition to variable coolant circulation, heat dissipation from the coolant may be adjusted by a variable speed fan that varies the flow rate of the air flow through the radiator. FIG. 520 has the cylinder head 1 provided in the engine block 2 in which the combustion chamber 4 is defined by reciprocating the piston 3 in the direction of the arrow 11, and the valve rod 5 passes through the cylinder head 1. FIG. The cylinder head 1 has a coolant flow path 6 connected to the first radiator 7 without being connected to the block. The block has a coolant flow path 8 connected to the second radiator 9 without being connected to the cylinder. The circulation is maintained individually and variably in each cooling system in order to always maintain the engine temperature at a temperature close to the maximum design operating temperature. In yet another embodiment, the engine block does not have a cooling sheath, but instead, the cylinder head is designed and distributed by designing and distributing the mass of the block so that little coolant flows through the block. It is cooled by the flow of the coolant in the cooling system. FIG. 521 has a cylinder head 1 provided in the engine block 2 in which the combustion chamber 4 is defined by reciprocating the piston 3 in the direction of the arrow 11, and the valve rod 5 passes through the cylinder head 1. FIG. The cylinder head 1 has a coolant flow path 6 connected to a single radiator 7, and the head has a recess 9 arranged along the flow path 6 in the head. A cooling fan 10 may be provided in a part of the block 2.

In yet another embodiment, the enclosure principle is applied to one or more fuel supply members to heat the fuel. In general, the higher the temperature of the fuel, the faster the combustion takes place, and if the fuel is a liquid, vaporization occurs more quickly, so that engine performance can be improved. FIG. 522 is a cross-sectional view of the high-pressure pump 12 of the diesel engine. The high-pressure pump 12 is typically provided in an opening at the center of the engine 13 located between the inclined surfaces of the V-type engine. The casing 14 is attached to a part of the engine 13 with a fastener as indicated by reference numeral 14a. The casing 14 may include a heat insulating material and / or a sound insulating material. Low pressure fuel moves in the direction of reference numeral 15 in the fuel line 16 through the casing. The fuel line 16 is made of a material having high thermal conductivity. The fuel line 16 may be wound or folded before being connected to the pump 12. Heat transfer fins may be provided on the fuel line 16. The fuel line 18 is connected to individual fuel injection devices (not shown) through the casing 14, and high-pressure fuel from the pump flows through the fuel line 18. The fuel line 18 exiting from the enclosure member 21 may be covered with a heat insulating material 19. Since the atmosphere does not circulate in the enclosure member 21 and the engine surface radiates heat, the temperature in the enclosure member is much higher than the surrounding atmosphere. By extending the fuel transfer path, More heat can be absorbed before entering the pump. The path of the fuel line 18 may be lengthened in the same manner as the fuel line 16 before exiting the enclosure. When the allowable temperature of the pump is limited, only the range from the connection to the pump in the fuel line 16 and / or the range from the connection to the pump in the fuel line 18 may be covered with the casing. . The casing opening 22 may be substantially larger than the size required to connect the fuel line to the pump, and may be covered with a cover member or an annular member whose hole can be slid along the fuel line. FIG. 523 shows the annular member 23 arranged in a position to seal between the heat insulation casing 14, which is outlined by the heated enclosure member 21, and the fuel line 18 having the heat insulation coating 19. The annular member can move along the hole on the fuel line 18 as indicated by a dotted line 24.

When the engine is operating at a low speed and / or low load, an additional load may be applied to increase the engine temperature. In selected embodiments, the energy storage device, other engines, and motors are driven by the main engine at low engine speeds and / or low loads, or when braking to slow down the engine or vehicle. These devices are released when the main engine is required to do more work, except for the storage device, for operations other than the operation of the second engine, or for stable operation or acceleration. The energy storage means may be of any type including a storage device that stores electricity generated by a generator, a gas storage device that stores gas of variable pressure supplied by a gas pump, a flywheel, and the like. . In one embodiment, the energy storage means includes a generator and optionally a storage device and a control device. In another embodiment, similar to the above-mentioned energy storage means the embodiments disclosed in connection with FIG. 11, the air is compressed, it may be configured by a pump to store compressed air in the reservoir. The air stored at high pressure is fed back to the main engine in a selected operating mode (for example, during acceleration or high load operation). If the energy storage system is connected when the main engine is idling, the engine speed is reduced due to the new load, and the period during which the supply air passing through the crankcase and / or rocker cover stays in the volume increases. As a result, the temperature of the supply air rises. When the energy storage system is disconnected, the idling speed increases again. In yet another embodiment, an energy storage device such as a capacitor is connected only when the brake is applied and at low speed and / or low load, and the size of the energy storage device Is essentially sized to meet its requirements during the period of operation in the above environment. In another embodiment suitable for a vehicle or the like, the energy storage device is automatically disconnected when the throttle pedal is depressed during the idling period. Many engines today have a relatively high idling speed to maintain the minimum exhaust gas temperature and flow rate required to maintain proper operation of the exhaust system, and fuel consumption is reduced. Inevitably higher. In the above embodiment, an additional load is applied to generate some additional heat so that proper operation of the exhaust system is maintained and at least a portion of the fuel is converted to useful work by the energy storage device. . Hybrid vehicle related technology using two primary triggering systems (IC engine and electric drive motor) may be used. The operation of the energy storage device in the present invention is not adjusted by the requirements of the hybrid drive, but the engine temperature is maintained at or near the design maximum engine temperature and during the selected operating mode. Adjusted to assist in braking the vehicle. The air compressor for filling the high-pressure gas reservoir may be driven by electric power supplied from a capacitor, a generator, or a combination thereof. The generator is connected to increase the temperature by applying an additional load to the main engine when the engine is operating at low load and / or low speed, and at least part of the output of the generator is high pressure Used directly or indirectly as the output of a pump that supplies gas to a high pressure gas reservoir. The generator may charge the capacitor and always draw energy from the capacitor to store energy in an energy storage means such as a pump and / or flywheel for filling the high pressure gas reservoir. The energy storage means may have a capability of varying the amount of energy absorbed and stored from the main engine. For example, the generator may be connected to the engine via a continuously variable transmission (CVT) that can control the gear ratio. Initially, the energy absorption amount from the main engine may be reduced, and the energy absorption amount may be further increased by changing the CVT ratio (gear ratio). In other embodiments, one or more elements between the crankshaft and the transmission are moved by other rotatable elements that are assembled to make those elements function as flywheels. Each of the above elements can be connected separately and variously to form an engine flywheel, thereby providing variable performance. The separately and variously connectable flywheels can be disposed at any position including the crankcase or the engine exterior. When the energy storage device of the main engine is a flywheel, the connection state of the engine to the flywheel may be variable so that the flywheel can function as an engine flywheel (pump wheel). Making the connection state variable means switching between the connection state and the non-connection state and / or changing the gear ratio in the connection state. The energy storage means may be used to drive the vehicle. FIG. 494 schematically shows an engine 3261 connected to a generator 3262 by a twin-cone-and-belt type CVT in which two conical pairs are connected by an endless belt. It is. The diameter of the belt wound around the cone pair 3264 of the engine is increased, whereas the diameter of the belt wound around the pair of cones of the generator located away from the engine cone pair 3264 is decreased. In the above configuration, the generator shaft 3267 rotates faster than the engine shaft 3266 so that the generator generates more power and places a greater load on the engine. If the two pairs of conical pairs are reversed, the generator shaft rotates more slowly than the engine shaft, and the power generation and engine load are reduced. The generator may be completely disconnected from the engine by one or more clutches and / or belt tensioning devices. You may apply said connection method demonstrated about the generator to the connection with a flywheel as shown with the broken line 3262a.

Today, it is difficult to meet new strict emission control levels (particularly for NOx). This problem is particularly required for diesel engines. In diesel engines, the air / fuel mix ratio is typically between 20: 1 and 30: 1 and operates at low mix ratios. For this reason, the air becomes excessive, thereby causing the combination of oxygen and nitrogen to generate NOx. Theoretically, at the stoichiometric ratio, the carbon / oxygen reaction occurs faster than the oxygen / nitrogen reaction, so all oxygen will bind to the carbon and no oxygen bound to nitrogen should remain. In reality, however, the theoretical situation is rarely obtained, and less NOx is produced than when operating with a thin mixture at a given temperature. The engine of the present invention may be driven with a stoichiometric ratio or a specific mixing ratio of fuel close to it to limit NOx production in the combustion chamber and in the exhaust gas treatment volume immediately after the combustion chamber. The engine of the present invention may be driven with an air / fuel mixture ratio that is constant or close to that in substantially all operating environments. The above drive is a twin throttle, that is, a supply amount of fuel and a supply amount of fuel so that an accurate amount of fuel always corresponding to a prescribed mixing ratio is supplied to the supply air actually supplied to the combustion chamber. It can be realized by two throttle valves (throttles) connected to increase or decrease at the same time. The cross-sectional area of the supply air inlet is enlarged or reduced to match the increase or decrease of the fuel supply amount. The configuration of the suction port may be the configuration shown in FIGS. 470 to 472 . When the engine is driven at low load and / or low speed with a fuel / air mixture ratio of stoichiometric ratio, producing more work than required in the operating mode (eg when idling) Etc.) may be connected to various energy storage devices (for example, the energy storage device described above), and at least a part of the work amount exceeding the work amount required in the operation mode may be stored or recovered.

The variable valve actuation capability can be used for many useful applications, in addition to applications that increase volumetric efficiency in a naturally aspirated engine over a wide rotational speed range. In a two-stroke engine (a two-stroke engine often has a suction force), the variable operation of the intake valve is used to compensate for the reduction in the pressure difference between intake and exhaust required at a low rotational speed. Also good. In all engines with medium to high pressure ratios, the intake valve change can be used to obtain a low compression ratio that is effective during cold start or idling. In an engine where a great deal of energy remains in the exhaust gas, the variable operation of the suction port is used to extract a part of the compressed supply air and return it to the supply air storage tank, thereby maintaining the expansion / compression ratio of the cylinder. However, the effective compression ratio can be reduced. Variable valve operation may be achieved by moving a shaft having a cam whose cross-sectional position is variable relative to the attached driven member. The variable valve operation may also be achieved by moving the relative position of the cam follower relative to the shaft having the cam whose cross-sectional position is variable. These examples are disclosed in FIGS. 46 to 51. Each of the above features relating to an evolved and / or uncooled engine and the disclosure herein (features and disclosure relating to exhaust gas treatment, intake gas management and fuel supply, features and disclosure relating to FIGS. 183 to 320) May be applied to a conventional cooled engine having a metal block. The gas storage tanks of FIGS. 270 to 272 may be used to store the supplied and / or recirculated exhaust gas at a convenient pressure, and the air storage tank may be used in various systems (such as a fixedly arranged electric motor or It may be arranged at a convenient location related to the pump device).

In general, it is proposed to briefly describe these materials suitable for high temperatures and / or the mechanical requirements of the pumps, compressors and IC engines of the present invention. It is then proposed to describe particularly suitable materials. If the reciprocating device is a pump or compressor , any suitable material can be used, including those mentioned herein for other applications and those currently used for pumps and compressors . The invention included in any of these embodiments may be formed of any suitable material, including those not mentioned here and those devised, discovered or developed in the future. Suitable materials for use in engines include high temperature alloys known as “superalloys”. Typically, alloys are based on nickel, chromium, and / or cobalt with additional hardening components including titanium, aluminum, and refractory materials such as tantalum, tungsten, niobium and molybdenum. These superalloys tend to form stable oxide films at temperatures above 700 ° C. and provide favorable corrosion protection at ambient temperatures near 1100 ° C. Examples include alloy mnemonics and Iconel ranges, with melting temperatures in the range of 1300 ° C to 1500 ° C. At lower temperatures above 1000 ° C., certain special stainless steels may be used. All may be reinforced with ceramic, carbon, or metal fibers. Metal fibers include molybdenum, beryllium, tungsten or, concomitantly, tungsten plating the surface activated cobalt with palladium chloride or other suitable coating or film. In addition, the metal may be surface strengthened, especially when the ability to reinforce oxidation is not adequately protected by the matrix. Non-metallic fibers, or whiskers (fibers grown as single crystals), such as sapphire oxide-aluminum, alumina, asbestos, graphite, boron or borides, and other ceramics or glass It may also serve as material reinforcement so that ceramic fibers are possible. Materials, including those used as a filamentous problem, may be covered with ceramic by vapor deposition techniques. Ceramic materials are particularly suitable for the manufacture of pump or compressor and engine piston and cylinder assemblies that process corrosive materials. The same is true for the engine or reactor volume housing (intermediate member and starting lining). This is because ceramic materials generally have lower thermal conductivity and the ability to withstand high temperatures. Suitable materials include alumina, alumina silicate, magnetite, cordierite, aragonite, fosterite, some carbides such as graphite, silicon nitride, silicon carbide. Silicon carbide includes glass-ceramics, including those such as lithium, aluminum, and silicates, cordierite glass-ceramics, and “deflated” glasses such as borosilicates. Further, it may be a composite such as sialon, heat-resistant boride, boron carbide, boron silicon compound, boron compound and the like. If thermal conductivity is desired, beryllium oxide and silicon carbide may be used. These ceramics or glasses are made of the same material, especially as a metal containing carbon fibers and boron fibers, together with alumina fibers that make up the substantial reinforcement, in one high alumina matrix (same expansion rate) It may be a particularly reinforced fiber or whisker. It is now believed that the very high alumina containing ceramic is generally the most suitable and available for use in the present invention. The ceramic or glass used in the present invention may be surface-strengthened or may be treated for a specific application, metallized, or metal borides such as titanium, zirconium and chromium. The same or similar materials may be used, including silicon and the like. When silicon nitride or other non-oxide ceramics are used in high-performance or long-life engines, or pumps or compressors that process corrosive materials, the surface exposed to the processed fluid is the base material. The surface may be covered with an oxide such as silica in order to prevent it from being oxidized for a long time and possibly decomposed. The filament material in the reaction volume may be made of metal and is preferably smooth and free of corners to avoid excessive corrosion. Alternatively, it may be formed of ceramic or glass. Other materials that would be particularly suitable once they are in full commercial production include boron filaments, pure boron, or boron silicic acid, boron carbide, boron tungsten, titanium diboride tungsten ) Or the like. Materials, especially ceramics, easily and conveniently become wool or fiber shapes. Many ceramic wool or blanket type materials are now commercially and usually manufactured with alumina silicates and are readily applicable to the present invention. For more elastomeric materials such as polymer resins, ceramic wool can also be used as a bonding material, alone or as a matrix. As with many metals and some ceramics, such as alumina, the material may have a catalytic effect. Alternatively, a catalytically effective surface may be placed on a basic material such as ceramic or may cover the basic equipment. Hot lubricant may be required for some moving parts. The high-temperature lubricant may be applied as a liquid, or as a material that covers the surface of the component or drops onto the surface of the component. They may include conventional petroleum products or less common materials such as boron nitride, graphite, silicone fluids and greases, molybdenum composites, and the like. Perhaps for less mechanical applications, polymers may be used. Silicone has already been mentioned that the rubber shape is appropriate due to the diffusing beat of the gas storage chamber. Furthermore, it may be used for harder resin shapes. Suitable resins include the family of carboxylic acids (eg, polytetrafluoroethylene) and epoxy resins containing boron. Other suitable polymers are, for example, boranes such as decaborane silicone containing uncarborane and other silicon-boron groups. These polymers may be reinforced with any whisker or fiber, including those mentioned above. Any suitable material can be used for the various structures and components of the vehicle, aircraft, ship, transmission of the present invention. In addition, any material currently used for these applications is included. In selected embodiments, many or most of the vessels, including the underwater portion of hydrofoil vessels, are made from non-corrosive alloys and non-rusting types of alloys, including those referenced above. . The submersible maritime drive elements, such as propellers and propellers, blades, and flaps that operate the mechanism, rust, including non-corrosive alloys, and those referenced above Exists in selected embodiments of non-type alloys and / or alloys comprising bronze and copper.

The components and features shown in the figures are drawn in non-special proportions and non-special scales that are related to each other and serve merely to represent the laws and concepts disclosed herein. There is only. The different concepts, features, and innovations disclosed herein can be combined in any way. For example, any one combustion chamber can be located on either side of a guide system or a conventional crankshaft. Any combination of combustion chambers can be placed on each side of the drive or guide device referred to above. The number of chambers and the number of their arrangement need not necessarily be the same on each side. In a further example, the combustion chambers grouping FIGS. 110 and 111 can be arranged with one or the other of a different drive system or power take off device (FIG. 157 ). A separate retractable guidance system may be associated with each of the differently sized chambers, either the largest or smallest chamber close to the drive, and three different sized three toroidal combustion chambers or six An engine having two toroidal combustion chambers is provided. In a further example, the combination of the combustion chamber and pumping chamber of FIG. 161 can be located on one side or both sides (both sides) of the crankshaft. In general, a pair of coaxial combustion chambers, with each pair on the opposite side of the central flange that forms part of the reciprocating system and / or on each side of the centrally arranged guide system or crankshaft It makes sense to group them together. However, the composite chambers need not be equal or coaxial. Furthermore, it can be arranged in any shaping or guiding system for the crankshaft or other drive. Adaptively arrange, "sinusoidal" toroidal chamber, as shown in FIGS. 138-144, for example, instead of commonly illustrated "normal" toroidal chambers may be used . “Regular” toroidal chambers may be defined as surrounding or including components that only reciprocate, or reciprocate two, and that are caused to rotate by the guidance system. . A “sinusoidal” toroidal chamber can be defined as having opposed surfaces that have a regular structure in a three-dimensional shape rather than on a plane. Usually this means that the entire surface has a shape consisting of a repeated partial shape (but the partial shape may further include the full shape in special cases). This partial or full shape has a wave-like shape, which is defined by a sinusoid or other mathematical formula, and is regular or irregular. Here, the waveform includes a series of vertices linked by a substantially straight line or plane. 20 to 32 , as schematically shown, the crankshaft can be used alone at any position, or a plurality of them can be used. The toroidal type combustion chamber or pumping volume can be used in connection with a non-toroidal type combustion chamber or pumping chamber.

  In the discussion, disclosure and detailed description of the above features, reference has been made to engines that use air as charge air. However, if arranged as applicable, in further embodiments, any of the features of the invention shown herein are employed in engines using other charge air containing hydrogen peroxide. Any or all of the embodiments described in this disclosure are features of the present invention that are incorporated into each other and in any substantially convenient manner in any type of pump, compressor, or IC engine. May be used in combination. Any type of mechanism, system, vehicle, ship or aircraft may be incorporated and used in turn. For example, to illustrate the principle, the cam and subsequent ones are generally shown as fixed. However, these arbitrary materials, or structures including punching and assembling such as press sheets and shaped tubes, for example, in the case of IC engines, can be applied to huge maritime from model airplanes or lawn mowers. It can be applied to any size working chamber or mechanism. For purposes of simplification, some of the drawings in this disclosure show the cylinder assembly, the piston / rod assembly, and the components in one other part. However, in a structural implementation, the cylinder assembly may include a plurality of parts, optionally assembled about the piston, which in turn results in a plurality of parts assembly. Similarly, many of the injectors and other components shown as one piece may include multiple-part assemblies. Structures are described in their basic embodiments with as little consideration as possible. As an example, multiple fuel transfer points in a chamber may be activated sequentially and cause a controlled agitation. The “expanded circle” bearing may be replaced with an extensible / compressible crank link or an elastomeric device in the bearing. The various structural details described can be combined in any manner to produce pumps, compressors, and IC engines for a wide variety of applications. For example, if the highest power versus volume or mass is not required, a four stroke engine with a relatively low speed may be used. Where it is important that there be no vibration (eg, creating an engine in a research or scientific environment), a two-stroke engine with an “elastic” extensible / compressive crank link is used. May be. There, work is carried out continuously by each ston of both cranks, while providing an exceptionally smooth supply of force. If the size of the crankcase is limited, an “expanded circle” gas crank bearing with a compressible / extensible link may be used. With these designs, dimensional changes can be accommodated in the bearing, allowing a crank throw diameter equal to or less than the stroke. Most engines are charged directly (high temperatures tend to cause pre-explosion or knocking in the carburetor or indirectly charged engine), so virtually any fuel Can also be used. Arranged in an applicable manner, any or all of the features shown here may be exhausted from other sources of combustion, including external combustion engines such as Stirling engines or Rankine cycle engines. Alternatively, it can be applied to industrial combustion processes including fluidized bed combustion and continuous combustion processes including those using fossil fuels such as coal and gas. The drawings listed here represent examples showing the main points of the invention and how the invention can be embodied, and in the individual figures, at any particular scale relative to each other, Emphasize that the feature is not disclosed. The foregoing describes some of the various features disclosed to produce a complete, next generation, more effective internal combustion engine including pumps, compressors, compound engines, ground vehicles, aircraft, ships and transmissions. It is hoped that the example shows that it can also be integrated with the method.

[Industrial applicability]
In general, there are two general purposes for the invention disclosed herein. The first objective is to reduce the environmental costs of pumps, compressors and IC engines, reduce the materials required to manufacture each element, and create longer durability and further reliability of these devices. It is to reduce through simplification. A second and perhaps more important objective is to substantially reduce the consumption of fossil and other fuels and the output of exhaust gas containing CO2. The inventor believes that global warming has occurred and is essentially caused by human CO2 production over the past 200 years, and today it is as far away and as fast as possible to reduce CO2 emissions. I believe that is the most important. Coupled with today's engines, helicopters and fixed wing aircraft that use these engines, ships that require less energy per unit of load and speed to propel water and propel, and engines / transmissions Disclosed herein is an improved engine that is much more efficient than a continuously variable transmission to which high loads are applied that reduce the use of fuel.

  All the innovations disclosed here can be instantiated in mass-produced products. And the inventor's intention is that as many products as possible incorporating all or part of the features disclosed herein reduce energy consumption, reduce CO2 emissions, and produce such products To reduce environmental costs, ensure that they are put into production as soon as possible.

It is a figure which shows roughly the structure and detail of an uncooled engine. It is a figure which shows roughly the structure and detail of an uncooled engine. It is a figure which shows roughly the structure and detail of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows the arrangement | positioning which enables the structure of an uncooled engine. It is a figure which shows arrangement | positioning of the heat exchange means in an exhaust gas reactor. FIG. 3 illustrates the interconnection of two or more engines. Fig. 2 schematically shows two working chambers operating in a piston and optionally in different modes. It is a figure which shows the compound engine containing a Stirling cycle. FIG. 2 schematically illustrates a heat exchanger associated with a reactor and a turbine engine assembly. FIG. 2 schematically illustrates a heat exchanger associated with a turbine assembly. It is a figure which shows the composite engine containing a turbine cycle. It is a figure which shows the schematic layout of a composite engine and an auxiliary device. It is a figure which shows the schematic layout of a composite engine and an auxiliary device. It is a figure which shows the schematic layout of a composite engine and an auxiliary device. 1 is a schematic view of an engine layout in which a link between a piston and a crankshaft is loaded mainly by a tension (tensile). FIG. 3 is a schematic view of another engine layout in which the link between the piston and the crankshaft is loaded primarily in tension. FIG. 6 is a schematic view of yet another engine layout in which the link between the piston and crankshaft is loaded primarily in tension. FIG. 4 is a cross-sectional view showing a schematic layout of a plurality of cylinders, crank and tension link engines. It is another sectional view of the layout of the engine. It is other sectional drawing of the layout of the said engine. It is sectional drawing which shows the schematic layout of the other engine of the link by a crank and tension | tensile_strength of several cylinders. It is another sectional view of the layout of the engine. FIG. 5 is a cross-sectional view showing a schematic layout of still another engine of a plurality of cylinders with links in crank and tension. It is another sectional view of the layout of the engine. FIG. 5 is a cross-sectional view showing a schematic layout of still another engine of a plurality of cylinders with links in crank and tension. It is another sectional view of the layout of the engine. FIG. 5 is a cross-sectional view showing a schematic layout of still another engine of a plurality of cylinders with links in crank and tension. It is the schematic which shows operation | movement of 4 strokes. It is the schematic which shows operation | movement of 2 strokes. 1 is a schematic cross-sectional view of a “ring” engine with multiple crankshaft and tension crank links. FIG. FIG. 4 is another schematic cross-sectional view of the “ring” engine. FIG. 6 is a schematic cross-sectional view of a piston assembly linked to two respective scotch yokes. FIG. 2 is a schematic cross-sectional view of a length engine having a crank link provided mainly by tension. It is a schematic sectional drawing of the modification of the said engine. It is a schematic sectional drawing of the other modification of the said engine. FIG. 2 is a schematic cross-sectional view of an asymmetrical pivot engine for crank links in tension. FIG. 2 is a partial schematic cross-sectional view of an engine having an offset crankshaft shaft. It is a schematic sectional drawing which shows the method of compensating the mutually different movement of each crankshaft of a twin. It is a schematic sectional drawing which shows the other method of compensating the mutually different movement of each crankshaft of a twin. 1 is a schematic cross-sectional view of an engine having split pistons linked to two crankshafts. It is the schematic of one detailed example in the structure of a crankshaft. It is the schematic of the other detailed example in the structure of a crankshaft. It is the schematic of the further another detailed example in the structure of a crankshaft. It is the schematic of the further another detailed example in the structure of a crankshaft. It is the schematic of the variable lift containing a crankshaft and a camshaft. It is the schematic of the variable lift containing a crankshaft and a camshaft. It is the schematic of the variable lift containing a crankshaft and a camshaft. It is a figure which shows the method of changing a bearing fluid pressure. It is a figure which shows the method of changing a bearing fluid pressure. It is a figure which shows the method of changing a bearing fluid pressure. It is a figure which shows the detail of the aspect of a tension | pulling crank connection part. It is a figure which shows the detail of the aspect of a tension | pulling crank connection part. It is a figure which shows the detail of the aspect of a tension | pulling crank connection part. It is a figure which shows the detail of the aspect of a tension | pulling crank connection part. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. FIG. 6 shows details of another form of attachment of the tension joint to the piston / rod assembly. It is a figure which shows arrangement | positioning of a ring valve. It is a figure which shows arrangement | positioning of a ring valve. It is a figure which shows arrangement | positioning of a ring valve. It is a figure which shows arrangement | positioning of a ring valve. It is a figure which shows arrangement | positioning of a ring valve. It is a figure which shows the sleeve provided between a tension | pulling connection part and a cylinder head. It is a figure which shows the sleeve provided between a tension | pulling connection part and a cylinder head. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. It is the figure which showed the method of delivering a fluid to a working chamber. FIG. 3 shows an embodiment of a piston and cylinder assembly. FIG. 3 shows an embodiment of a piston and cylinder assembly. FIG. 3 shows an embodiment of a piston and cylinder assembly. FIG. 5 shows a further method of delivering fluid to the working chamber. FIG. 5 shows a further method of delivering fluid to the working chamber. FIG. 5 shows a further method of delivering fluid to the working chamber. It is a figure which shows the method of reducing the blow-through of a piston. It is a figure which shows the detailed structure of a bearing. It is a figure which shows the detailed structure of a bearing. It is a figure which shows the detailed structure of a bearing. It is a figure showing roughly an engine which has a twin separation exhaust gas system. It is a figure showing roughly an engine which has a twin separation exhaust gas system. It is a figure which shows the detail of embodiment of a twin exhaust gas system engine. It is a figure which shows the detail of embodiment of a twin exhaust gas system engine. It is a figure which shows the detail of embodiment of a twin exhaust gas system engine. It is a figure which shows the detail of embodiment of a twin exhaust gas system engine. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the basic characteristic of a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. It is a figure which shows the outline of the structural component which reciprocates with a toroidal type working chamber. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. FIG. 3 shows a schematic of a piston / rod assembly coupled to a scotch yoke. It is a figure which shows the principle of giving rotation to the component which reciprocates. It is a figure which shows the principle of giving rotation to the component which performs reciprocation. It is a figure which shows the principle of giving rotation to the component which performs reciprocation. It is a figure which shows the principle of giving rotation to the component which performs reciprocation. It is a figure which shows the principle of giving rotation to the component which performs reciprocation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the apparatus which converts combined reciprocation and rotation into rotation. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is a figure which shows the principle of the toroidal type working chamber which is a sine wave form. It is the schematic of the structure where the rectangle displayed by bisecting with the diagonal line shows a bearing. It is the schematic of the structure where the rectangle displayed by bisecting with the diagonal line shows a bearing. It is the schematic of the structure where the rectangle displayed by bisecting with the diagonal line shows a bearing. It is a figure which shows the method of giving the interlocking rotational motion and reciprocating motion to piston type components. It is a figure which shows the method of giving the interlocking rotational motion and reciprocating motion to piston type components. It is a figure which shows the method of giving the interlocking rotational motion and reciprocating motion to piston type components. It is a figure which shows the detail of the engine provided with the sinusoidal toroidal working chamber. It is a figure which shows the detail of the engine provided with the sinusoidal toroidal working chamber. It is a figure which shows the detail of the engine provided with the sinusoidal toroidal working chamber. FIG. 2 is a schematic diagram showing multiple pairs of toroidal combustion chambers. FIG. 5 shows a method for a variable ratio of reciprocating motion to rotational motion. FIG. 5 shows a method for a variable ratio of reciprocating motion to rotational motion. FIG. 5 shows a method for a variable ratio of reciprocating motion to rotational motion. 1 is a schematic view of an engine with one toroidal working chamber and one conventional working chamber. It is a figure showing one embodiment of a gas compressor. FIG. 2 is a schematic view of a piston that is partially powered by an energy absorber. It is a figure which shows the structure by which a 1st working chamber is used in order to compress the gas for a 2nd working chamber. It is a figure which shows the structure by which a 1st working chamber is used in order to compress the gas for a 2nd working chamber. It is a figure which shows the arrangement | sequence of another gas flow. It is a figure which shows the arrangement | sequence of another gas flow. It is a figure which shows the arrangement | sequence of another gas flow. It is a figure which shows the arrangement | sequence of another gas flow. FIG. 6 is a schematic diagram illustrating another configuration for coupling an engine to a generator / electric motor. FIG. 6 is a schematic diagram illustrating another configuration for coupling an engine to a generator / electric motor. It is a figure which shows the partial cross section of a part of toroidal working chamber. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the detailed structure of a modular and another engine. It is a figure which shows the shape of a gas processing chamber. It is a figure which shows the shape of a gas processing chamber. It is a figure which shows the shape of a gas processing chamber. 1 is a plan view of an exhaust gas treatment reactor assembly. FIG. It is sectional drawing in line segment 2-2 of FIG. It is sectional drawing in line segment 3-3 of FIG. FIG. 152 is a cross-sectional view of an improved structure similar to FIG. 151. FIG. 152 is a cross-sectional view of an improved structure similar to FIG. 151. It is sectional drawing of the internal member in a perpendicular direction. It is sectional drawing of the internal member in a perpendicular direction. It is sectional drawing of the internal member in a perpendicular direction. It is sectional drawing of the internal member in a perpendicular direction. It is sectional drawing of the internal member in a perpendicular direction. It is sectional drawing of the internal member in a perpendicular direction. FIG. 4 is a detailed cross-sectional view of various fasteners. FIG. 4 is a detailed cross-sectional view of various fasteners. FIG. 4 is a detailed cross-sectional view of various fasteners. It is sectional drawing which shows the example which the reaction chamber protruded in the space normally used for an engine. It is sectional drawing which shows the example which the reaction chamber protruded in the space normally used for an engine. It is a figure which shows arrangement | positioning of the variable axis | shaft of the opening part of a discharge port. It is a figure which shows arrangement | positioning of the variable axis | shaft of the opening part of a discharge port. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to orientate the flow of exhaust gas. It is a figure which shows the means to give a vortex and / or turbulent flow to waste gas. It is a figure which shows the means to give a vortex and / or turbulent flow to waste gas. It is a figure which shows the means to give a vortex and / or turbulent flow to waste gas. It is a figure which shows the means to give a vortex and / or turbulent flow to waste gas. It is sectional drawing of the Example of an exhaust gas treatment reactor. It is a figure which shows the structure of a honeycomb and a wool body filament material. It is a figure which shows the structure of a honeycomb and a wool body filament material. It is a figure which shows the structure of a wrought metal or a wire mesh. It is a figure which shows the structure of a wrought metal or a wire mesh. It is a figure which shows the woven or knitted wire body. It is a figure which shows a wire body helical structure. It is a figure which shows a wire body helical structure. It is a figure which shows a wire body helical structure. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 3 shows an embodiment of the structure of a looped wire body filament material. FIG. 6 shows an embodiment of a wire body string and associated features. FIG. 6 shows an embodiment of a wire body string and associated features. FIG. 6 shows an embodiment of a wire body string and associated features. FIG. 6 shows an embodiment of a wire body string and associated features. FIG. 6 shows an embodiment of a wire body string and associated features. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows embodiment of the structure of a sheet-like filament material. It is a figure which shows the sheet | seat used in a three-dimensional shape. It is a figure which shows the sheet | seat used in a three-dimensional shape. It is a figure which shows the sheet | seat used in a three-dimensional shape. It is a figure which shows the sheet | seat used in a three-dimensional shape. It is a figure which shows the sheet | seat used in a three-dimensional shape. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. FIG. 3 shows an embodiment of a pellet-like filament material. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure which shows the detail about fixation of the filament material to a reactor housing. It is a figure explaining the principle of the low tolerance with respect to the gas flow adjacent to the reactor housing surface. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows the structure of the wall of a reaction apparatus provided with the hollow or protrusion. It is a figure which shows embodiment of an exhaust gas tank. It is a figure which shows embodiment of an exhaust gas tank. It is a figure which shows embodiment of the fluid tank of a variable capacity | capacitance. It is a figure which shows arrangement | positioning of a valve, the flow path of gas, and components. It is a figure which shows arrangement | positioning of a valve, the flow path of gas, and components. FIG. 242 is a diagram showing an embodiment of the butterfly valve in the scene shown in FIG. FIG. 242 is a diagram showing an embodiment of the butterfly valve in the scene shown in FIG. FIG. 242 is a diagram showing an embodiment of the butterfly valve in the scene shown in FIG. FIG. 242 is a diagram showing an embodiment of the butterfly valve in the scene shown in FIG. FIG. 242 is a diagram showing an embodiment of the butterfly valve in the scene shown in FIG. 233 is a diagram showing an embodiment of the butterfly valve in the situation shown in FIG. 233 is a diagram showing an embodiment of the butterfly valve in the situation shown in FIG. 233 is a diagram showing an embodiment of a ball valve in the scene shown in FIG. 233 is a diagram showing an embodiment of a ball valve in the scene shown in FIG. It is a figure which shows the example of a valve | bulb action | operation means. It is a figure which shows the example of a valve | bulb action | operation means. It is a figure which shows the example of a valve | bulb action | operation means. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows the means to control exhaust gas recirculation (EGR) and supply of air. It is a figure which shows embodiment of the composite injector which supplies a some substance. It is a figure which shows embodiment of the composite injector which supplies a some substance. It is a figure which shows embodiment of the composite injector which supplies a some substance. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which carries out rotational movement at the time of injection. It is the schematic of the injector which reciprocates at the time of injection. It is the schematic of the injector which reciprocates at the time of injection. 1 shows an embodiment of a movable injector that includes a pre-combustion region and / or a combustion ignition device. FIG. 1 shows an embodiment of a movable injector that includes a pre-combustion region and / or a combustion ignition device. FIG. 1 shows an embodiment of a movable injector that includes a pre-combustion region and / or a combustion ignition device. FIG. It is a figure which shows embodiment which concerns on the movable injector of a disk type | mold structure. It is a figure which shows embodiment which concerns on the movable injector of a disk type | mold structure. It is a figure which shows embodiment which concerns on the movable injector of a disk type | mold structure. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. It is a figure which shows embodiment which concerns on a movable fluid delivery apparatus. FIG. 3 shows a reciprocating piston / rod assembly that operates a valve and fluid delivery device. FIG. 3 shows a reciprocating piston / rod assembly that operates a valve and fluid delivery device. FIG. 3 shows a reciprocating piston / rod assembly that operates a valve and fluid delivery device. FIG. 3 shows a reciprocating piston / rod assembly that operates a valve and fluid delivery device. It is a figure which shows the rotor of the helicopter driven by the engine which concerns on this invention. 1 is a schematic view of a helicopter powered by a hybrid propulsion system. 1 is a schematic diagram of a fixed wing aircraft powered by an engine of the present invention. 1 is a schematic diagram of a fixed wing aircraft powered by a hybrid propulsion system. FIG. 1 illustrates an embodiment of an aircraft compound vehicle. 1 illustrates an embodiment of an aircraft compound vehicle. 1 illustrates an embodiment of an aircraft compound vehicle. It shows a compound dynamic engine mounted on an aircraft. A modified power arrangement for a hybrid aircraft is shown. A modified power arrangement for a hybrid aircraft is shown. 1 shows an aircraft powered by a combined reciprocating / turbine engine. 1 shows a nacelle or housing including a power module comprising a propulsion device driven by an electric motor and a turbine stage mounted at the rear. 1 shows the configuration of a hybrid electric device in an aircraft using a reciprocating IC engine. It is a figure which shows the expansion | swelling wing | blade which can be expanded and contracted. It is a figure which shows the expansion | swelling wing | blade which can be expanded and contracted. It is a figure which shows the expansion | swelling wing | blade which can be expanded and contracted. It is a figure which shows the arrangement | positioning for attaching an engine to the rudder pillar of a ship. It is a figure which shows the arrangement | positioning for attaching an engine to the rudder pillar of a ship. It is a figure which shows the arrangement | positioning for attaching an engine to the rudder pillar of a ship. It is a figure which shows the arrangement | positioning for attaching an engine to the rudder pillar of a ship. It is a figure showing typically a ship supplied with electric power by a hybrid electric propulsion system. It is a figure which shows the relative arrangement | positioning of a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is a figure which shows the relative arrangement | positioning of the keel element with respect to a hydrofoil ship. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. It is the schematic which shows the structure of the hydrofoil for the keel element of a marine vessel. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. FIG. 3 shows multiple forms of stretchable / retractable and / or rotatable hydrofoils. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows the structure of the hydrofoil which became an integrated type, and the keel element. It is a figure which shows a ship provided with two telescopic hydrofoil posts. It is a figure which shows a ship provided with two telescopic hydrofoil posts. It is a figure which shows a ship provided with two telescopic hydrofoil posts. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. FIG. 6 shows hydrofoil post and mast layouts for various marine vessels. It is a figure which shows one form of a large-sized rotatable hydrofoil post. It is a figure which shows one form of a large-sized rotatable hydrofoil post. It is a figure which shows one form of a large-sized telescopic hydrofoil post. It is a figure which shows one form of a large-sized telescopic hydrofoil post. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. It is a figure which shows arrangement | positioning regarding the channel | path of the waste gas and other fluid which pass an underwater ship propulsion system. 3 shows an embodiment of a water jet with a coaxial motor or IC engine. 3 shows an embodiment of a water jet with a coaxial motor or IC engine. 3 shows an embodiment of a water jet with a coaxial motor or IC engine. It is a figure which shows the engine room which wraps the electric motor which drives a propulsion apparatus. Here, the exhaust from the IC engine is released behind the motor. It is a figure which shows the structure for attaching a composite reciprocating / turbine IC engine in the ship's hull. It is a figure which shows the structure for attaching a composite reciprocating / turbine IC engine in the ship's hull. FIG. 2 shows a portion of a ship having a combined reciprocating / turbine IC engine mounted under water. It is a figure which shows the nacelle or housing containing the power module comprised from the propulsion apparatus driven by the motor for ships which has the turbine stage mounted in the aft. It is a figure which shows the hull which has a hybrid electric power arrangement of another form. It is a figure which shows the hull which has a hybrid electric power arrangement of another form. It is a figure which shows the power unit on the hydrofoil attached to the lower part of the hydrofoil column. It is a figure which shows the power unit on the hydrofoil attached to the lower part of the hydrofoil column. It is a figure which shows the closure apparatus for the fluid discharge port under the water surface. It is a figure which shows the closure apparatus for the fluid discharge port under the water surface. It is a figure which shows the closure apparatus for the fluid discharge port under the water surface. It is a figure which shows the closure apparatus for the fluid discharge port under the water surface. It is a figure which shows an example of the flow of the gas which makes a laminar flow under the water surface. It is a figure which shows an example of the flow of the gas which makes a laminar flow under the water surface. It is a figure which shows an example of the flow of the gas which makes a laminar flow under the water surface. It is a figure which shows basic embodiment of a structure of a continuously variable transmission (CVT). FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 2 illustrates various embodiments of a CVT system. FIG. 5 shows an embodiment of a roller having a variable diameter. FIG. 5 shows an embodiment of a roller having a variable diameter. It is a figure which shows the relationship between two rollers. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 1st roller. It is a figure which shows the detail of embodiment of a 2nd roller. It is a figure which shows the detail of embodiment of a 2nd roller. It is a figure which shows the detail of embodiment of a 2nd roller. It is a figure which shows the detail of embodiment of a 2nd roller. FIG. 4 shows details of an embodiment with one cone on one roller. It is a figure which shows the principle of the motion of the belt on a diameter-variable type roller. FIG. 5 shows a cone having a number of parts. FIG. 5 shows a cone having a number of parts. FIG. 5 shows the further principle of belt movement on a variable diameter roller. It is a figure which shows the method of the independent drive of many cone parts. It is a figure which shows schematically the structure of CVT which has a variable diameter type roller driven electronically. It is a figure which shows a mode that basic CVT arrangement | positioning is combined. It is a figure which shows roughly CVT mounted in the land transport organization. FIG. 2 is a schematic diagram of a removable, replaceable engine package for vehicles. It is a schematic diagram of the other package of the engine. It is a schematic diagram of still another package of the engine. It is a schematic diagram of still another package of the engine. It is a schematic diagram of still another package of the engine. It is a schematic diagram of still another package of the engine. It is the schematic which shows discharge | emission of the waste gas in a small vehicle. FIG. 6 is a plan view illustrating one embodiment of a fluid intake throat having a varying diameter. It is a principal part front view of the said fluid intake throat part. It is principal part sectional drawing of the said fluid intake throat part. FIG. 2 is a schematic diagram showing each drive component for a hybrid drive tank, including each removable and replaceable package. FIG. 6 is another schematic diagram showing each drive component for a hybrid drive tank including each package that can be removed and replaced. FIG. 6 is still another main part schematic diagram showing drive parts for a hybrid drive tank including each package that can be taken out and replaced. FIG. 6 is still another main part schematic diagram showing drive parts for a hybrid drive tank including each package that can be taken out and replaced. 1 is a schematic diagram of a system and layout for removing pollutants from exhaust gas using any suitable liquid, including water. FIG. FIG. 6 is a schematic diagram of another system and layout for removing contaminants from exhaust gas using any suitable liquid, including water. It is principal part sectional drawing of said other system. It is a principal part schematic perspective view of the modification of the said system. FIG. 2 is a schematic view of a valve actuation device loaded primarily in tension. It is the schematic of the modification of the said valve operating device. It is a principal part schematic of the other modification of the said valve | bulb action | operation apparatus. It is a schematic plan view which shows the improvement point to the present manifold. It is a schematic front view which shows the improvement point to the present manifold. It is a schematic sectional drawing which shows the improvement point to the present manifold. It is a schematic plan view which shows the other improvement point to the present manifold. It is a schematic front view which shows the other improvement point to the present manifold. It is a schematic sectional drawing which shows the other improvement point to the present manifold. It is a schematic sectional drawing which shows the other improvement point to the present manifold. It is a schematic sectional drawing which shows the other improvement point to the present manifold. FIG. 6 is a schematic cross-sectional view illustrating an improved embodiment of fluid cooling and charge air warming. It is a principal part schematic sectional drawing which shows the other Example by which cooling of the fluid and heating of the charge air were improved. It is the schematic which shows the change of the drive ratio between an engine and a generator. 1 is a schematic diagram illustrating a configuration for an engine enclosure. FIG. FIG. 5 is another schematic diagram illustrating a configuration for an engine enclosure. FIG. 4 is a schematic diagram showing a plurality of linkages between a piston and a single crankshaft. FIG. 6 is a schematic view showing a plurality of other linkages between a piston and a single crankshaft. FIG. 4 is a schematic diagram showing a plurality of linkages between a piston and two crankshafts. FIG. 4 is a schematic diagram showing a plurality of linkages between a piston and a single crankshaft. FIG. 4 is a schematic diagram showing a plurality of linkages between a piston and a single crankshaft. FIG. 4 is a schematic diagram showing a plurality of linkages between a piston and a single crankshaft. FIG. 5 is a cross-sectional view of a main portion of an example of an elastic and / or variable length linkage. FIG. 6 is a cross-sectional view of a main part of another example of an elastic and / or variable length linkage. FIG. 2 is a schematic cross-sectional view showing a stroke augmenter for use with a generator and / or motor. It is a principal part schematic diagram of the toroidal-shaped components which have several each port. It is a principal part schematic sectional drawing of the toroidal-shaped components which have several each port. 1 is a schematic cross-sectional view showing one embodiment of structural details and layout of an engine. It is a schematic sectional drawing which shows other embodiment of the structural detail and layout of an engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. FIG. 6 is a schematic cross-sectional view showing still another embodiment of the structural details and layout of the engine. 1 is a schematic diagram of a movable photoelectric array. FIG. It is a schematic horizontal front view of the ship which can install an apparatus. It is a schematic plan view of the ship which can install an apparatus. It is a schematic front view of the ship which can install an apparatus. FIG. 2 is a schematic diagram showing a retractable / extendable hydrofoil attached to the lower rear of the main hull. FIG. 6 is another schematic diagram showing a retractable / extendable hydrofoil attached to the lower rear of the main hull. FIG. 6 is a schematic cross-sectional view showing a hydrofoil post that is telescopically retractable / extendable. FIG. 6 is a schematic cross-sectional view showing another post of a hydrofoil that is telescopically retractable / extendable. It is a schematic sectional drawing which shows the means to attach an engine in a casing. FIG. 2 is a schematic cross-sectional view showing details of a cooled fluid delivery device. It is a schematic sectional drawing which shows the layout of the cooling jacket for engines. It is a schematic cross section which shows the other layout of the cooling jacket for engines. FIG. 2 is a schematic cross-sectional view showing an enclosure for preheated fluid for each engine. FIG. 3 is a schematic cross-sectional view showing a seal for a fluid line through an enclosure. It is the schematic which shows a human portable engine package. It is the schematic which shows other human-portable engine packages. It is a schematic sectional drawing showing one embodiment of a diffuser of hot gas. It is a principal part schematic sectional drawing which shows other embodiment in the diffuser of high temperature gas. It is a principal part schematic sectional drawing which shows other embodiment in the diffuser of high temperature gas. It is a schematic sectional drawing which shows other embodiment in the diffuser of hot gas. It is a schematic sectional drawing which shows other embodiment in the diffuser of hot gas. It is a schematic sectional drawing which shows other embodiment in the diffuser of hot gas. FIG. 4 shows a layout of a combustion engine and other machines in a single casing. FIG. 4 shows a layout of a combustion engine and other machines in a single casing. It is a figure which shows the means to deliver the fluid from a fixed point to a rotary body. It is a figure which shows the means to deliver the fluid from a fixed point to a rotary body. It is a figure which shows the means to deliver the fluid from a fixed point to a rotary body. FIG. 3 shows how the motion is transferred between the reciprocating and rotating piston / rod assembly and one of the two main components of the electrical device. FIG. 3 shows how the motion is transferred between the reciprocating and rotating piston / rod assembly and one of the two main components of the electrical device. FIG. 3 shows how the motion is transferred between the reciprocating and rotating piston / rod assembly and one of the two main components of the electrical device. FIG. 6 shows a method for bridging an electrical circuit between a fixed body and a rotating body. FIG. 3 shows a fluid reservoir that effectively maintains a constant pressure.

Claims (353)

An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
The internal combustion engine does not have means designed to transfer heat from the cylinder and is operable for an indefinite period of time;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
The internal combustion engine is substantially at the highest temperature under virtually all conditions of load and speed during operation after warm-up operation.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
The fuel delivery system includes a periodically moving device that supplies fuel to the working chamber prior to combustion.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
A volume sealed on the side of the head facing the working chamber, and heat insulating means between the volume and the head,
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a first volume for the flowing fluid;
A third structure having a portion defining a second volume for the flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
During operation, the exhaust gas of the first outflow volume and the exhaust gas of the second outflow volume have different pressures from each other.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
In operation, the piston drives the fuel delivery device substantially directly,
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
The cylinder assembly is formed with at least one passage for fuel supplied by the fuel delivery device;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
The fuel delivery device includes a passage for supplying fuel, and the passage communicates with the combustion chamber through an opening;
During operation, the opening is always open during the operating cycle.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine includes an air supply system, a fuel delivery device, an exhaust gas emission control system,
Means between the cylinder assembly and the piston, and in operation, causes one of the cylinder assemblies and the piston to rotate and reciprocate relative to each other;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has a supply air supply system, a fuel delivery device, and an exhaust gas emission control system,
The inflowing fluid includes supply air,
The internal combustion engine mixes fuel and air in a substantially stoichiometric mixing ratio for substantially all conditions of load and speed during operation, except during a cold start period.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
In operation, a device that functions as an internal combustion engine,
The working chamber is a combustion chamber,
The outflowing fluid is hot exhaust gas,
The internal combustion engine has a supply air supply system, a fuel delivery device, and an exhaust gas emission control system,
The control system mixes the exhaust gas with water during operation.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocating piston and forms with the piston at least one fluid working chamber whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The piston at least partially includes at least one of the structures and at least partially defines one of the volumes;
The other structure partially surrounds the cylinder, and the other volume is substantially located between the other structure and the cylinder assembly;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a piston and, together with the piston, forms at least one set of fluid working chambers that change in capacity during the working cycle, wherein at least one of the fluid working chambers is toroidal;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The piston includes at least one protrusion penetrating the head;
In operation, the one cylinder assembly and the piston form the only essential moving part of the device, except for the moving part in the fluid delivery system.
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocating piston and forms with the piston at least one fluid working chamber whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
At least one of said ports comprises closure means substantially having the shape of at least a portion of an annulus,
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocating piston and forms with the piston at least one fluid working chamber whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
In operation, comprising a delivery device for supplying a plurality of different fluids to the working chamber at different times during the working cycle;
A device characterized by that. An apparatus for processing fluid having an operating cycle and having a crankshaft and including at least one cylinder assembly,
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocable piston and, together with the piston, defines at least one set of toroidal fluid working chambers whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The piston is coupled to the crankshaft by a connector assembly that includes at least one bearing, and during operation, the connector assembly is primarily subjected to tension loading.
A device characterized by that. An apparatus for processing fluid having an operating cycle and having a crankshaft and including at least one cylinder assembly,
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocating piston and forms with the piston at least one set of fluid working chambers that change capacity during the working cycle, wherein at least one of the fluid working chambers is toroidal. Type
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The cylinder assembly includes at least one essential bowl-shaped component;
A device characterized by that. An apparatus for processing fluid having an operating cycle and having a crankshaft and including at least one cylinder assembly,
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a reciprocable piston that forms at least one fluid working chamber whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The piston is coupled to the crankshaft by a connector assembly that includes at least one bearing, the connector assembly having a fixed point on the crankshaft, and in operation, between the fixed point and the piston. The volume changes systematically during the operating cycle,
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder comprising:
The cylinder is
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder includes a piston and forms with the piston at least one fluid working chamber whose capacity changes during the working cycle;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The at least one cylinder assembly and the piston include a number of components assembled and contacted and held by at least one fastener that is primarily subjected to tension;
A device characterized by that. An apparatus for processing fluid having an operating cycle and having a casing and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
The casing is distinct from the cylinder assembly and substantially surrounds the cylinder assembly;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head and having at least one inner circumferential recess;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly includes a piston having at least one outer peripheral protrusion,
The outer peripheral protrusion reciprocates in the inner peripheral recess, and the inner peripheral recess and the outer protrusion have at least one set of toroidal fluid actuations that change in capacity during the operating cycle. A toroidal working chamber surface defining the chamber;
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
The recess and the protrusion have a generally corrugated complementary surface that circulates, and during operation, the relative reciprocation between the piston and the cylinder assembly is between the piston and the cylinder assembly. Causing the relative rotational movement of the
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least one cylinder assembly comprising:
The cylinder assembly is
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
The cylinder assembly and the piston form at least one fluid working chamber whose volume changes during the working cycle;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
The at least one cylinder assembly and the piston are substantially composed of a ceramic material;
A device characterized by that. An apparatus for processing fluid having an operating cycle and including at least two cylinder assemblies,
Each of the above cylinder assemblies
At least one partially closed end that functions as a cylinder head;
A piston capable of reciprocating in the cylinder assembly;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
Each of the cylinder assemblies together with a respective piston forms at least one set of fluid working chambers that change in capacity during the working cycle, at least one of the fluid working chambers being toroidal;
At least one port that is open for only a portion of the working cycle is disposed between each of the volumes and the working chamber;
The piston has a protruding portion that penetrates the end during a portion of the operating cycle;
The at least one cylinder assembly group and the piston group include a number of components assembled and held by at least one fastener that is under tension.
A device characterized by that. An apparatus for treating fluid having an operating cycle and having a crankshaft and including at least two cylinder assemblies,
Each of the above cylinder assemblies
At least one partially closed end that functions as a cylinder head;
A first structure having a portion defining a volume for the incoming fluid;
A second structure having a portion defining a volume for flowing fluid;
Each of the cylinders includes a piston capable of reciprocation, and together with the piston forms at least one set of fluid working chambers whose capacity changes during the working cycle, wherein at least one of the fluid working chambers is Toroidal type
At least one port that opens only for a portion of the working cycle is disposed between each of the volumes and at least one working chamber;
Each of the pistons of the assembly is structurally coupled and substantially coaxial and moves synchronously during operation.
A device characterized by that. The cylinder assembly has at least one circumferential recess;
The piston has at least one circumferential protrusion;
25. In operation, the projection reciprocates in the recess to form a set of fluid working chambers, at least one of which is toroidal. The device according to item. Including at least one fastener,
26. Any one of claims 1-18, 20-25, wherein at least one of the cylinder assembly and the piston includes a number of components assembled and held by the fasteners that are primarily subjected to tension. The apparatus according to claim 1. Including at least two plates,
26. The device according to any one of claims 1 to 18, 20 to 25, wherein at least one of the cylinder assembly and the piston is disposed between the two plates.   28. A device according to any one of claims 19, 23, 26 and 27, wherein the fastener is tubular.   28. A device according to any one of claims 19, 23, 26 and 27, wherein the fastener has an internal passage for delivering fluid.   30. The piston of any one of claims 1-11, 13-29, wherein the piston includes at least a portion of at least one of the structures and at least partially defines one of the volumes. apparatus.   30. At least one of the structures partially surrounds the cylinder, and the second volume is disposed substantially between the structure and the cylinder. The apparatus of any one of Claims.   The recesses and the protrusions have a generally corrugated complementary surface that circulates so that during operation, the relative reciprocation between the piston and the cylinder is a relative rotational movement between the piston and the cylinder. 26. The device according to claim 21 or 25, characterized in that   26. A device according to any one of claims 1 to 25, wherein at least one working chamber processes working fluid sent for further actuation of at least one other working chamber of the device.   34. Apparatus according to any one of claims 1 to 21, 23 to 33, wherein at least one of the cylinder assembly and the piston are substantially made of a ceramic material.   35. Apparatus according to claim 22 or 34, comprising at least one electrical circuit, at least partly composed of the ceramic material.   36. The apparatus of any one of claims 1-35, wherein the cylinder assembly includes at least one set of substantially identical components configured in a mirror image of each other.   37. A device according to any one of the preceding claims, wherein the piston comprises at least one set of substantially identical components that are configured in a mirror image of each other.   38. Apparatus according to claim 36 or 37, wherein at least one of said ports is located between a set of said components.   39. Apparatus according to any one of claims 1 to 38, wherein at least one of the ports is substantially located at an intermediate point of the cylinder assembly. A cylinder assembly surface and a piston surface that at least partially define the working chamber;
40. At least one of said surfaces has at least one relatively small recess, said recess being able to be filled entirely with fluid actuated by said device. Equipment. Including the crankshaft,
41. The piston according to any one of claims 1 to 15, 19 to 40, wherein the piston is connected to the crankshaft by a connector assembly including at least one bearing, the connector assembly including a connecting rod. The device described. Including the crankshaft,
41. The piston of claim 1-15, 19-40, wherein the piston is coupled to the crankshaft by a connector assembly including at least one bearing, wherein the connector assembly is primarily under tension during operation. The apparatus of any one of Claims. Including the crankshaft,
The piston is coupled to the crankshaft by a connector assembly that includes at least one bearing, the connector assembly having a fixed point on the crankshaft, and in operation, between the fixed point and the piston. 41. The apparatus according to any one of claims 1 to 15, 19 to 40, wherein the volume changes systematically during the operating cycle. Including the crankshaft,
41. The piston according to any one of claims 1-15, 19-40, wherein the piston is connected to the crankshaft by a connector assembly including at least one bearing, the connector assembly including a Scotch yoke. The device described. Including the crankshaft,
The piston is mechanically coupled to the crankshaft at least indirectly by a connector assembly including at least one bearing;
45. The apparatus of any one of claims 1-44, wherein the connector assembly includes elements that absorb energy and dissipate energy during different portions of the operating cycle.   The at least one bearing includes at least one circular outer shell and a non-circular outer shell, the outer shells being periodically movable laterally with a purpose relative to each other. 46. Apparatus according to any one of claims 41 to 45.   47. The apparatus of claim 46, wherein the bearing includes elements that absorb energy and dissipate energy during different portions of the operating cycle.   46. Apparatus according to any one of claims 41 to 45, wherein the crankshaft includes a passage therein for delivering fluid to any pairing.   49. Apparatus according to any one of claims 41 to 48, wherein, in operation, the bearing comprises water in a liquid or vapor state.   9. A means sandwiched between said cylinder assembly and said piston causes relative rotation and reciprocation relative to each other in one of said cylinder assembly and said piston during operation. The apparatus according to any one of 10 to 15, 19, 20, and 22 to 40. The means includes at least one set of fluid working chambers;
The fluid working chamber has a generally corrugated complementary surface that circulates, and during operation, the relative reciprocation between the piston and the cylinder causes a relative rotational movement between the piston and the cylinder. 51. The device of claim 50, wherein the device causes. The means comprises a guide and an endless track;
The guide is movable on the endless track,
51. The apparatus of claim 50, wherein the endless track has a plurality of corrugated shapes.   53. The apparatus of claim 52, wherein the guide is separable from the endless track.   53. The apparatus of claim 52, wherein the guide is designed to be selectively dimensionable. A rotatable shaft and a mechanism for carrying a load at least indirectly between the shaft and the rotatable and reciprocating piston or cylinder assembly;
To convert the combined reciprocating motion and rotation into rotational motion only,
51. The apparatus of claim 50, wherein the mechanism comprises a hollow shaft having a spline on the inside that is slidable on a shaft having a spline on the outside. A rotatable shaft and a mechanism for carrying a load at least indirectly between the shaft and the rotatable and reciprocating piston or cylinder assembly;
To convert the combined reciprocating motion and rotation into rotational motion only,
The mechanism includes gears that reciprocate and rotate relative to each other,
51. The apparatus of claim 50, wherein the relative length of the gear is such that the drive is always engaged regardless of the relative reciprocal position. A rotatable shaft and a mechanism for carrying a load at least indirectly between the shaft and the rotatable and reciprocating piston or cylinder assembly;
To convert the combined reciprocating motion and rotation into rotational motion only,
51. The device of claim 50, wherein the mechanism includes a bellows device. A rotatable shaft and a mechanism for carrying a load at least indirectly between the shaft and the rotatable and reciprocating piston or cylinder assembly;
To convert the combined reciprocating motion and rotation into rotational motion only,
51. The apparatus of claim 50, wherein the mechanism includes an element having at least one hinge. A rotatable shaft and a mechanism for carrying a load at least indirectly between the shaft and the rotatable and reciprocating piston or cylinder assembly;
To convert the combined reciprocating motion and rotation into rotational motion only,
The mechanism includes at least one set of substantially parallel flanges separated by at least one roller;
51. The apparatus of claim 50, wherein the flanges move laterally relative to each other during operation. Including the casing,
60. Apparatus according to any one of claims 1 to 19, 21 to 59, wherein the casing is at least distinct from the cylinder assembly and substantially surrounds at least the cylinder assembly.   61. The apparatus of claim 60, wherein the casing has a structure that substantially limits thermal conduction from the cylinder assembly.   62. The apparatus of claim 61, wherein the structure includes a space that is substantially substantially vacuum.   63. A device according to claim 61 or 62, characterized in that the structure comprises a material having a thermal and / or acoustical insulating effect.   64. The apparatus of claim 63, wherein the casing includes a skin and the skin is provided with a structure for substantial support. Including the casing,
The casing is at least distinct from the cylinder assembly and at least substantially surrounds the cylinder assembly;
16. The apparatus of claim 1, further comprising means for attaching the cylinder assembly to the casing such that the cylinder assembly is rotatable while the piston reciprocates within the cylinder assembly. , 19 to 40, 49 to 59.   65. The apparatus of claim 64, wherein the casing has a structure that substantially limits thermal conduction from the cylinder assembly.   68. The apparatus of claim 66, wherein the structure includes a space that is substantially substantially vacuum.   68. Apparatus according to claim 66 or 67, wherein the structure comprises a thermally insulating material attached to the casing.   64. The device of claim 63, wherein the casing includes a skin, and the skin includes a structure for at least partially supporting the device.   70. Device according to any one of claims 1 to 69, characterized in that the fluid is sent through a permeable substance.   71. The apparatus of claim 70, wherein the material has characteristics such as a candle wick.   72. The cylinder assembly according to any one of claims 1 to 71, wherein the cylinder assembly includes at least one indispensable component, the component being generally bowl-shaped and having a hole in the center. apparatus. Including passages,
73. Apparatus according to any one of claims 1 to 72, wherein the passage comprises an elastomeric tube having a constriction, wherein the diameter of the constriction changes in operation during operation. In operation, it functions as an internal combustion engine,
At least one of the working chambers is a combustion chamber;
The outflowing fluid is hot exhaust gas,
The internal combustion engine has an air supply system, a fuel delivery device, and an exhaust gas emission control system,
74. The internal combustion engine according to any one of claims 12 to 73, characterized in that it has no means for transferring heat from the cylinder designed for the purpose and is operable for an indefinite period of time. The apparatus of any one of Claims.   75. The internal combustion engine of claim 74, wherein the internal combustion engine has no means for transferring heat from the cylinder designed for the purpose and is operable for an indefinite period of time. apparatus.   75. The apparatus of claim 74, wherein the internal combustion engine is at a substantially maximum temperature during operation under substantially all conditions of load and speed.   75. The apparatus of claim 74, wherein the fuel delivery system includes a periodically moving device that supplies fuel to the working chamber prior to combustion. A volume sealed on the side of the head facing the working chamber;
75. The apparatus of claim 74, comprising thermal insulation means between the volume and the head. A third structure defining a second volume for the outflowing fluid;
75. The apparatus of claim 74, wherein in operation, the exhaust gas of the first outflow volume and the exhaust gas of the second outflow volume are different in pressure from each other.   75. The apparatus of claim 74, wherein in operation, the piston drives the fuel delivery device substantially directly.   75. The apparatus of claim 74, wherein the cylinder assembly is formed with at least one passage for fuel supplied by the fuel delivery device. The fuel delivery device includes a passage for supplying fuel, and the passage communicates with the working chamber through an opening.
75. The apparatus of claim 74, wherein in operation, the opening is always open during the operating cycle.   The internal combustion engine is characterized by mixing fuel and air in a substantially stoichiometric mixture ratio for substantially all conditions of load and speed during operation, except during a warm-up period. 75. The apparatus of claim 74.   75. The apparatus of claim 74, wherein the control system mixes the exhaust gas with water during operation.   85. Apparatus according to any one of claims 1-11, 74-84, wherein the inflowing fluid comprises air.   85. Apparatus according to any one of claims 1-11, 74-84, wherein the inflowing fluid comprises hydrogen peroxide. The fuel delivery device includes a component having a portion communicating with the combustion chamber,
87. Apparatus according to any one of claims 1-11, 74-86, characterized in that the component rotates at least partially during the supply of fuel. The fuel delivery device includes a component having a portion communicating with the combustion chamber,
88. Apparatus according to any one of claims 1 to 11, 74 to 87, wherein the portion enters and exits the combustion chamber periodically for at least part of the time between fuel supplies.   The apparatus according to any one of claims 1 to 11, 74 to 88, wherein the fuel delivery device includes fuel ignition means.   The part of the fuel delivery device and the part of the fuel ignition means are effectively combined in one module, are removable, and can be replaced with other modules as needed. 90. The apparatus of claim 89.   The apparatus according to any one of claims 1 to 11, 74 to 90, wherein the fuel delivery device supplies fuel to a pre-combustion region.   92. The device of claim 91, wherein the pre-combustion region is defined by a portion of the fuel delivery device.   A portion of the fuel delivery device and a portion of the fuel delivery device defining the pre-combustion region are effectively combined into one module, are removable, and other as required. 93. Apparatus according to claim 91 or 92, wherein the apparatus is replaceable with any of the modules.   94. The apparatus according to any one of claims 1-11, 74-93, comprising a second apparatus for supplying a second fluid in addition to the fuel delivery apparatus.   93. The apparatus of claim 92, wherein the second fluid includes water in a liquid or gaseous state.   The part of the fuel delivery device and the part of the second device are effectively combined in one module, are removable and can be replaced with other modules as required. 96. Apparatus according to claim 94 or 95. Including a reciprocating compressor,
The inflowing liquid is a charge gas and is compressed by the compressor during operation during a selected mode of operation;
97. Apparatus according to any one of claims 1 to 11, 74 to 96, wherein the compressor is driven at least indirectly by the piston. Including a reciprocating compressor,
The exhaust gas is compressed by the compressor during operation during a selected mode of operation,
97. Apparatus according to any one of claims 1 to 11, 74 to 96, wherein the compressor is driven at least indirectly by the piston. Including a gas reservoir capable of expansion and contraction,
100. The apparatus of claim 97 or 99, wherein the gas is stored in the gas reservoir during the selected mode of operation. Including a controllable variable opening valve,
99. In operation, during the warm-up period of the internal combustion engine, the flow of exhaust gas is completely or partially restricted by the means of the valve, according to any one of claims 1-11, 74-99 The device described. Including exhaust gas storage,
101. The apparatus according to any one of claims 1 to 11, 74 to 100, wherein during operation, the flow of exhaust gas is directed completely or partially to the exhaust gas storage section during a warm-up period of the internal combustion engine. Equipment. The fuel delivery device includes at least one fluid delivery device,
102. The apparatus according to any one of claims 1-11, 74-101, wherein the fluid delivery device comprises an electrical circuit that generates sparks to help initiate combustion. At least one port can be opened and closed by means of a poppet valve whose working chamber surface is curved;
103. An inner arc and an outer arc having a substantially common center, wherein during operation, fluid flows past at least the inner arc and the outer arc. Equipment.   104. The apparatus according to any one of claims 1 to 11, 74 to 103, wherein the second structure is an exhaust gas manifold and is directly attached to the internal combustion engine.   105. The apparatus of claim 104, wherein the manifold includes at least two components that are held in an assembled state by means of fasteners.   105. The second structure according to claim 1, wherein the second structure is an exhaust gas reactor having a substantially curved shape and is directly attached to the internal combustion engine. apparatus.   107. The apparatus of claim 106, wherein the reactor comprises at least two components held in an assembled state by means of fasteners.   108. The apparatus of any one of claims 1-11, 74-107, wherein the fuel delivery device includes a removable cartridge, and exhaust gas flows through the cartridge during operation.   109. The apparatus of claim 108, wherein the cartridge includes a filament material.   110. Apparatus according to any preceding claim, wherein at least one of the volumes comprises a filament material.   111. The apparatus of claim 110, wherein the filament material includes at least a substance having a catalytic effect that promotes a chemical reaction in the fluid.   111. The apparatus of claim 110, wherein the filament material has a frizzy structure at least partially.   111. The apparatus of claim 110, wherein the filament material includes one or more metal wires.   111. The apparatus of claim 110, wherein the filament material comprises one or more sheets perforated.   115. Apparatus according to any one of claims 110 to 114, wherein the filament material is substantially ceramic.   115. Apparatus according to any one of claims 110 to 114, wherein the filament material is a substantially non-corrosive metal alloy. The apparatus is part of a combined engine including the internal combustion engine and the turbine engine,
117. The apparatus of any one of claims 1-11, 73-116, wherein during operation, the hot exhaust gas powers the turbine engine at least partially. The apparatus is part of a combined engine including the internal combustion engine and the steam engine,
118. Apparatus according to any one of claims 1-11, 73-117, wherein during operation, the thermal energy of the exhaust gas is used to at least partially power the steam engine. The device is part of a combined engine including the internal combustion engine and a Stirling engine,
118. Apparatus according to any one of claims 1-11, 73-117, wherein during operation, the thermal energy of the exhaust gas is used to at least partially power the Stirling engine. Including a thermally insulated passage,
The internal combustion engine and the turbine engine are disposed relatively apart from each other and connected by the passage;
120. Apparatus according to any one of claims 117 to 119, wherein during operation hot exhaust gas passes through the passage from the internal combustion engine to the turbine engine. The apparatus includes a generator,
121. The apparatus according to any one of claims 1-120, wherein at least a portion of the generator is mechanically coupled to the piston at least indirectly.   122. The apparatus of claim 121, wherein the generator further functions as a starter motor. Including the casing,
104. Apparatus according to any one of claims 74 to 103, wherein the casing is distinct from the cylinder assembly and substantially surrounds the cylinder assembly.   124. The apparatus of claim 123, wherein the casing has a structure that substantially limits thermal conduction from the cylinder assembly.   125. The apparatus of claim 124, wherein the structure includes a space that is substantially substantially vacuum.   126. Apparatus according to claim 124 or 125, wherein the structure comprises a thermally insulating material mounted in a casing.   127. The apparatus of claim 126, wherein the casing is substantially metal. Including the casing,
The casing is distinct from the cylinder assembly and substantially surrounds the cylinder assembly;
104. The apparatus of any one of claims 74 to 103, further comprising means for attaching the cylinder assembly to the casing such that the cylinder assembly is rotatable while the piston reciprocates within the cylinder assembly. The apparatus according to claim 1.   129. The apparatus of claim 128, wherein the casing has a structure that substantially limits thermal conduction from the cylinder assembly.   131. The apparatus of claim 129, wherein the structure includes a space that is substantially substantially vacuum.   131. Apparatus according to claim 129 or 130, wherein the structure comprises a thermally insulating material mounted in a casing.   132. The apparatus of claim 131, wherein the casing is substantially metal. The apparatus includes a generator,
124. At least a portion of the generator is mechanically coupled to the piston at least indirectly, and the generator is located substantially within the casing. 132. The apparatus according to any one of 1 to 132.   134. The apparatus of claim 133, wherein the generator further functions as a starter motor. Including electric motors,
132. At least a portion of the electric motor is at least indirectly mechanically coupled to the piston, and the electric motor is substantially located within the casing. The apparatus of any one of these. Including a generator,
136. Apparatus according to any one of claims 1 to 135, wherein at least a portion of the generator is mechanically coupled to the piston at least indirectly. Including electric motors,
137. Apparatus according to any one of claims 1 to 136, wherein at least a portion of the motor is at least indirectly mechanically coupled to the piston. Including turbine engines,
104. Apparatus according to any one of claims 1-11, 74-103, wherein during operation, the hot exhaust gas is used to at least partially power the turbine engine. Including turbine engines,
The apparatus according to any one of claims 20, 60 to 71, 123 to 132, wherein the turbine engine is mounted in the casing. Including a steam engine,
The apparatus according to any one of claims 20, 60 to 71, 123 to 132, wherein the steam engine is mounted in the casing. Including the Stirling engine,
The apparatus according to any one of claims 20, 60 to 71, 123 to 132, wherein the Stirling engine is mounted in the casing. The device is part of a system that is not limited to vehicles,
The system is provided with a recess or depression having substantially the same dimensions as the outer dimensions of the casing.
142. The casing and device are mounted in the recess or indentation prior to operation of the system, according to any one of claims 20, 60 to 71, 123 to 132, 139 to 141. Equipment. Including at least one opening in the casing for delivering fluid actuated by the device;
In order to send the fluid processed by the device, the recess or depression communicates with the system with at least one passage;
143. The apparatus of claim 142, wherein the passage is aligned with the opening and has a common function with the opening. The apparatus includes at least one electrical circuit;
The casing is provided with at least one first electrical connector;
The recess or recess is provided with at least one second electrical connector;
Prior to operation of the system, the second electrical connector is aligned with the first electrical connector and connected to the first electrical connector when the device is mounted in the recess. 145. The apparatus of claim 143.   72. A device according to any one of claims 12 to 71, wherein the device is a fluid pump.   72. Apparatus according to any one of claims 12 to 71, wherein the apparatus is a gas compressor. An aircraft that is a helicopter,
At least one first IC engine for generating thrust;
A fuselage that supports the structure;
With at least one airfoil,
The aircraft obtains thrust by at least two blades attached to a rotating shaft,
The shaft is rotatably mounted in a recess lined up substantially perpendicular to a rotor post fixed at least indirectly to the structure.
The shaft is driven at least indirectly by the first first engine in operation,
The aircraft includes a second IC engine that is a turbine,
In operation, the blade imparts a moment of rotation to the fuselage,
The turbine is mounted towards the rear of the aircraft in order to facilitate straight flight by applying an approximately equal rotational moment in the opposite direction to the fuselage. Including piping for gas,
The first engine is a reciprocating motor and functions as a first stage of a combined reciprocating / turbine IC motor.
The second engine is a turbine stage of the composite engine,
148. The aircraft of claim 147, wherein in operation, the piping sends high temperature and pressure gas from the reciprocating mover stage to the turbine stage.   148. The aircraft according to claim 147, wherein the first engine is the engine according to any one of claims 1 to 11 and 74 to 116.   148. The aircraft of claim 148, wherein the hybrid engine is the engine of any one of claims 117 to 145. An aircraft that is a helicopter,
At least one first IC engine for generating thrust;
A fuselage that supports the structure;
With at least one airfoil,
The aircraft obtains thrust by at least two blades attached to a rotating shaft,
The shaft is rotatably mounted in a recess lined substantially perpendicular to a rotor post fixed at least indirectly to the structure.
The shaft is driven at least indirectly by the engine in operation,
Inside the post, an injection device is included,
At the top of the injection device, the folded parachute is partially attached to the inside of the post,
The device serves as a trigger to open the parachute and send the parachute upward from the post so as to slow down the aircraft.   The aircraft according to claim 5, wherein the first engine is the engine according to any one of claims 1 to 11 and 74 to 145. An aircraft,
At least one first IC engine for generating thrust;
A fuselage that supports the structure;
With at least one airfoil,
The aircraft obtains thrust by at least two blades attached to at least one rotating shaft, which are at least indirectly mounted on the structure,
In operation, the shaft is driven directly or indirectly by the engine,
The aircraft is an engine according to any one of claims 1 to 11 and 74 to 145.   154. The aircraft of claim 153, wherein the aircraft is a helicopter.   154. The aircraft of claim 153, wherein the aircraft is a fixed wing aircraft.   154. The aircraft of claim 153, wherein the aircraft is an aircraft that is lighter than air. Any aircraft,
At least one first IC engine for generating thrust;
A fuselage that supports the structure;
With at least one airfoil,
The aircraft obtains thrust by at least two blades mounted at least indirectly on the structure and attached to at least one rotating shaft;
In operation, the shaft is driven by a hybrid thrust system substantially contained within the aircraft,
The system includes at least the first engine, a generator, and an electric motor that at least indirectly drives the shaft,
In operation, the first engine drives the generator, and the generator supplies power to the motor at least indirectly.   158. The aircraft according to claim 157, wherein the first engine is the engine according to any one of claims 1 to 11 and 74 to 145.   159. The aircraft of any one of claims 157 and 158, wherein the system further includes at least one electrical controller for regulating current between various components of the hybrid thrust system.   159. The aircraft of any one of claims 157 and 158, wherein the system further comprises at least one photovoltaic array mounted onboard the aircraft.   159. The aircraft of any one of claims 157 and 158, wherein the system includes at least one energy storage device.   164. The aircraft of claim 161, wherein the energy storage device includes one or more batteries.   164. The aircraft of claim 161, wherein the energy storage device includes one or more capacitors.   164. The aircraft of claim 161, wherein the energy storage device includes one or more flywheels. The stator part of the motor is mounted on the structure at least indirectly and fixedly,
165. An aircraft according to any one of claims 157 to 164, wherein the rotor portion of the electric motor is at least indirectly attached to the rotating shaft. The first engine is a combined reciprocating / turbine IC engine including a combined engine first stage and a turbine engine second stage,
In operation, high-temperature and high-pressure exhaust gas from the reciprocating engine is used as a power source for at least part of the turbine,
158. An aircraft according to any one of claims 147 to 157, wherein the turbine propels the aircraft at least in part.   166. The aircraft of claim 166, wherein the compound engine is the engine of any one of claims 1 to 11 and 74 to 145.   173. An aircraft according to any one of claims 161 and 166, wherein in operation, thrust is generated by releasing gas from the turbine in a direction substantially opposite to a normal direction of motion.   168. The aircraft of claim 168, wherein the direction of emission is variable by control.   168. The aircraft according to any one of claims 166 to 169, wherein the reciprocating engine is mounted inside the fuselage.   170. An aircraft according to any one of claims 166 to 169, wherein in operation, the blade is driven at least indirectly by the reciprocating engine stage. A second rotating shaft;
181. The aircraft according to any one of claims 166 to 171, wherein the second shaft at least indirectly connects the reciprocating stage and the turbine stage.   178. The aircraft of claim 172, wherein in operation, the rotating shaft and the second shaft rotate at the same speed.   178. The aircraft of claim 173, wherein the rotating shaft and the second shaft are the same shaft. Including any electric motor,
The electric motor is mounted in front of the turbine stage,
171. An aircraft according to any one of claims 157 to 170, wherein the electric motor and the turbine have shafts whose rotational axes are substantially parallel. An electric motor shaft;
A turbine stage shaft,
178. The aircraft of claim 175, wherein the axes of rotation of the shafts are substantially parallel. An electric motor shaft;
A turbine stage shaft,
178. The aircraft of claim 175, wherein the shafts are mechanically connected at least indirectly. A surrounding member attached to the structure,
In operation, the blade is driven at least indirectly by the electric motor,
The blade, together with the motor and the turbine stage, is substantially centered with the enclosure member so that air can pass at least partially between the enclosure member and at least one of the motor and the turbine stage. At least partially
178. An aircraft according to any one of claims 166 to 170 and 175 to 177, wherein the air is accelerated by the blades. With insulated piping,
178. The aircraft of claim 178, wherein in operation, high temperature and pressure exhaust gas from the reciprocating stage travels through the piping to the turbine stage. With a hollow airfoil,
With insulated pipes,
The surrounding member is attached to the structure by the airfoil,
During operation, the high-temperature and high-pressure exhaust gas from the reciprocating stage passes through the piping and proceeds to the turbine stage.
179. The aircraft of claim 178, wherein the piping is at least partially disposed within the airfoil.   181. An aircraft according to any one of claims 179 and 180, wherein at least one exhaust gas treatment system is included in the piping.   181. The aircraft of any one of claims 179 and 180, wherein the processing system includes at least one device that removes carbon dioxide from the gas.   183. The aircraft according to any one of claims 178 to 182, wherein the reciprocating stage is disposed inside the fuselage. Comprising an enclosure attached to the structure;
In operation, the blade is driven at least indirectly by the reciprocating stage,
The blade includes the enclosure member together with the reciprocating stage and the turbine stage so that air can pass at least partially between the enclosure and at least one of the reciprocating stage and the turbine stage. Is at least partially mounted in the center,
175. An aircraft according to any one of claims 166 to 174, wherein the air is accelerated by the propulsion device. Air piping is mounted inside the structure,
189. The aircraft of claim 184, wherein in operation, air is sent through the piping to the reciprocating stage. With a hollow airfoil,
With air piping,
The surrounding member is attached to the structure by the airfoil,
In operation, air is sent through the piping to the reciprocating stage,
185. The aircraft of claim 184, wherein the piping is at least partially disposed within the airfoil. With fixed wings or airfoils arranged in any direction,
187. An aircraft according to any one of claims 147 to 186, wherein the airfoil has at least an upper surface and a lower surface and includes at least one stretchable and retractable portion. Including at least one hydraulic piston movable within the cylinder;
189. The aircraft of claim 187, wherein the movement of the portion is at least partially caused by the piston.   188. The aircraft of claim 187, wherein at least some movement of the portion relative to the airfoil is swing-out.   189. The aircraft of claim 187, wherein the movement of the portion relative to the airfoil is rotation.   189. The aircraft of claim 187, wherein in operation, the surface of the portion is a bellows type that includes a folded portion and an unfolded portion.   189. The aircraft of claim 187, wherein the surface of the portion is constructed of a material that can be folded and unfolded in a bellows fashion. With a combustion engine used for any application,
The combustion engine emits exhaust gas during operation,
193. The aircraft of any one of claims 147 to 192, wherein the aircraft comprises the gas processing system.   196. The aircraft of claim 193, wherein the processing system includes at least one device that removes particulates from the gas.   196. The aircraft of claim 193, wherein the processing system includes at least one device that removes nitrogen oxides from the gas.   196. The aircraft of claim 193, wherein the processing system includes at least one device that removes carbon dioxide from the gas. Any kind of aircraft,
With a combustion engine used for any application,
The combustion engine emits exhaust gas during operation,
The aircraft includes the gas processing system,
The aircraft includes at least one device for removing carbon dioxide from the gas. Any kind of aircraft,
With a combustion engine used for any application,
The combustion engine emits exhaust gas during operation,
The aircraft includes the gas processing system,
The aircraft includes at least one device for mixing water with the gas.   199. An aircraft according to claim 147 to 198, carrying passengers in operation.   199. An aircraft according to claims 1 to 198, which carries a load in operation.   201. An aircraft according to claims 1 to 198, which carries advertisements in operation.   199. An aircraft according to claims 1 to 198, which is military in operation. A ship having a structure for supporting the hull and at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
The said engine is a ship which is a combustion engine of any one of Claims 1-11 and 74-145. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
The said engine is a ship which is a combustion engine of any one of Claims 1-11 and 74-145. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine is driving the propulsion device at least indirectly by any means including a rotatable shaft;
The vessel includes a second engine that at least indirectly drives the second propulsion device by means including a rotatable second shaft,
The ship with the second propulsion device can drive the ship only when the ship body is in water. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
Both the engine and the element are rotatably mounted on the post. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
The ship, wherein the post is selectively extendable around the hull so as to be expandable from the hull and retractable toward the hull. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
The vessel, wherein the post is selectively mounted to be rotatable around the hull so as to be expandable from the hull and retractable toward the hull. The element is rotatably mounted around the lower portion of the post in any position of the post,
208. A ship according to claim 208, wherein the corresponding positions of the elements are substantially parallel to each other. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
At least a portion of the post is telescopic toward the hull and is expandable from the hull;
The said post is equipped with the apparatus which transmits the signal which causes the shrinkage | contraction of the said post in a predetermined | prescribed environment. A large vessel such as an oil tanker or the like that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a plurality of structures,
Each structure has at least one hydrofoil post for lifting at least a portion of the hull from the water,
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil in at least one of the structures;
The engine is at least indirectly driving the propulsion device by any method,
The post is mounted around the hull in a manner that allows at least a portion of the post to be selectively expandable from the hull and retractable toward the hull;
A ship whose waterline generally forms an ellipse or an approximation of American football in plan view when the ship is moored.   The hull is positioned such that when the post having the element and hydrofoil is in a fully retracted position, the element and hydrofoil are substantially positioned within the largest portion of the cross-sectional shape of the hull. The ship of any one of Claims 204-211 provided with the storage part. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine is at least indirectly driving the propulsion device by any method,
The post is mounted around the hull in a manner that at least a portion of the post is selectively expandable from the hull and retractable toward the hull;
The hull includes at least one containment, and when the post having the element and hydrofoil is in a fully retracted position, a majority of the element is nested in the containment,
The ship is positioned substantially within a range in the largest portion of the cross-sectional shape of the hull. With at least two removable hatches,
One of the hatches is mounted on top of the element, and another hatch is attached to the bottom of the hull,
When the post with the element is in its most contracted position, the plurality of hatches are substantially aligned,
213. A ship according to any one of claims 207 to 213, wherein when a plurality of the hatches are removed, human access is made from the hull to the interior of the element. A ship that has a hull and is a hydrofoil that is at least partially driven by an engine,
The ship includes at least one water circulation propulsion device,
In operation, the hull is supported by a structure comprising at least one hydrofoil post for lifting at least a portion of the hull from the water;
The end of the post is attached to at least one of the substantially underwater elements so that at least one substantially underwater hydrofoil is mounted on the element;
The propulsion device is attached to at least one of the element and hydrofoil;
The engine drives the propulsion device at least indirectly by means including a rotatable shaft,
The post is optionally mounted around the hull so as to be expandable from the hull with at least two removable hatches and retractable toward the hull;
One of the hatches is mounted on top of the element, and another hatch is attached to the bottom of the hull,
When the post with the element is in its most contracted position, the plurality of hatches are substantially aligned,
A ship in which human access is made from the hull to the interior of the element when a plurality of the hatches are removed.   The ship according to any one of claims 205 to 215, wherein the engine is the combustion engine according to any one of claims 1 to 11 and 74 to 145.   227. A ship according to claims 204-216, wherein the post is inclined substantially vertically.   227. A ship according to any of claims 204 to 217, wherein the post comprises at least the rotatable shaft.   218. A ship according to any of claims 204 to 217, wherein the post comprises at least air passages for any internal combustion engine depending on the purpose.   227. A ship according to any of claims 204 to 217, wherein the post comprises at least a passage for exhaust gas from any internal combustion engine depending on the purpose.   The ship according to any one of claims 204 to 217, wherein the post includes at least a circuit that supplies electric power to an arbitrary electric motor.   223. A marine vessel according to any one of claims 204-221, wherein the engine and the propulsion device are both rotatably mounted about a single axis that is tilted substantially vertically.   223. A marine vessel according to any one of claims 204 to 222, wherein the element is configured to function as a hydrofoil during operation.   224. A marine vessel according to any one of claims 204 to 223, wherein the elements and the ends of the posts are substantially integrated.   224. A ship according to any one of claims 204 to 223, wherein the element is rotatably mounted at the end of the post. Electric motor and generator, and energy storage device,
The ship is at least partially driven by an electric system;
The system includes at least the generator and the motor,
The ship includes at least one water circulation propulsion device such as a blade or a propeller,
During at least some modes of operation, the motor at least partially uses the stored energy to drive the propulsion device at least indirectly by means including a rotatable shaft;
227. A ship according to any one of claims 203 to 225, wherein the internal combustion engine drives the generator to provide electrical energy for the motor. A ship having a structure that supports the hull and at least partially driven by a hybrid propulsion system,
The system includes an electric motor and a generator, and a combustion engine,
The ship includes at least one water circulation propulsion device,
In operation, the motor drives the propulsion device at least indirectly by any means including a rotatable shaft,
The combustion engine drives the generator to provide electrical energy for the motor;
The said combustion engine is a ship which is an apparatus of any one of Claims 1-144.   228. The ship of any one of claims 226 and 227, wherein the system further comprises at least one electrical controller for regulating current between various components of the hybrid propulsion device.   227. The vessel according to any one of claims 226 to 227, wherein the system further comprises at least one photovoltaic array mounted outside the vessel.   227. The vessel according to any one of claims 226 to 227, wherein the system further comprises at least one wind power generator mounted outside the vessel.   228. The vessel of claim 227, wherein the system further comprises at least one energy storage device.   242. The vessel of claim 231, wherein the energy storage device comprises one or more electrical batteries.   242. The marine vessel of claim 231, wherein the energy storage device comprises one or more electrical capacitors.   231. The ship of claim 231, wherein the energy storage device comprises one or more flywheels. The stator portion of the electric motor is fixed and attached at least indirectly to the structure,
235. The ship according to any one of claims 226 to 234, wherein a rotor portion of the electric motor is incorporated in the rotatable shaft. The engine is a combined reciprocating engine / turbine IC engine including a reciprocating engine first stage and a turbine engine second stage;
237. A ship according to any one of claims 202 to 225 and 227 to 235, wherein in operation, hot high pressure exhaust gas from the reciprocating engine is used to drive the turbine at least partially.   237. The vessel of claim 236, wherein the turbine stage propels the vessel at least to some extent.   237. The marine vessel according to any one of claims 236 and 237, wherein the compound engine is the engine according to any one of claims 1 to 11 and 74 to 145.   237. In operation, the propulsion is provided by exhausting gas from the turbine stage in a direction substantially opposite to a standard direction of travel. Ship.   239. A ship according to claim 239, wherein the direction of discharge is controllably changed.   The ship according to any one of claims 236 to 240, wherein the reciprocating stage is mounted in the hull.   241. A marine vessel according to any one of claims 236 to 241 wherein, during operation, the propulsion device is at least indirectly driven by the reciprocating mover stage. Comprising a second rotatable shaft;
245. The ship according to any one of claims 236 to 242, wherein the second shaft at least indirectly connects the reciprocating stage and the turbine stage.   245. The ship of claim 243, wherein in operation, the rotatable shaft and the second shaft rotate at the same speed.   245. The marine vessel of claim 244, wherein the rotatable shaft and the second shaft are the same. With any electric motor,
The electric motor is mounted in front of the turbine stage,
The ship according to any one of claims 226 to 241, wherein the electric motor and the turbine include a shaft having a substantially closed rotating shaft. An electric motor shaft and a turbine stage shaft;
248. A marine vessel according to claim 246, wherein the two shafts have substantially parallel axes of rotation. An electric motor shaft and a turbine stage shaft;
248. A marine vessel according to claim 246, wherein the two shafts are mechanically connected at least indirectly. Comprising an enclosure attached to the structure,
In operation, the propulsion device is driven at least indirectly by the electric motor,
The propulsion device has the motor and the turbine stage, both mounted at least partially at the approximate center in the enclosure,
Water passes at least partially between the enclosure and at least one of the electric motor and the turbine stage;
253. A ship according to any one of claims 246 to 248, wherein the water is accelerated by the propulsion device. Including insulated passages,
The reciprocating stage is mounted on the hull,
249. The marine vessel of claim 249, wherein in operation, hot high pressure exhaust gas from the reciprocating stage passes through the passage and through the turbine stage. Including hollow hydrofoil and insulated passages,
The enclosure is attached to the structure by the hydrofoil;
During operation, hot high-pressure exhaust gas from the reciprocating stage passes through the passage and through the turbine stage,
249. A ship according to claim 249, wherein the passage is at least partially positioned on the air wheel.   251. A ship according to any one of claims 250 and 251 comprising at least one exhaust gas treatment system disposed in the passage.   253. The vessel of claim 252, wherein the treatment system comprises at least one device for removing carbon dioxide from the gas.   254. The ship according to any one of claims 249 to 253, wherein the reciprocating stage is positioned on the hull. Comprising an enclosure attached to the structure,
In operation, the propulsion device is driven at least indirectly by the reciprocating stage,
The propulsion device has the reciprocating stage and the turbine stage attached at least partially to the approximate center of the enclosure,
Water passes at least partially between the enclosure and at least one of the electric motor and the turbine stage;
254. The boat according to any one of claims 236 to 245, wherein the water is accelerated by the propulsion device. Including a passage for air attached within the structure;
258. The ship of claim 255, wherein in operation, air passes through the passage to the reciprocating stage. Including a hollow hydrofoil and a passage for air,
The enclosure is attached to the structure by the hydrofoil;
During operation, air passes through the reciprocating stage through the passage,
265. A ship according to claim 255, wherein the passage is at least partially disposed on the air wheel. It has a hydrofoil aligned and fixed in any direction,
258. The marine vessel according to any one of claims 203 to 257, wherein the hydrofoil comprises at least one expandable and telescopic portion having at least an upper surface and a lower surface. Comprising at least one piston driven by water pressure and movable in a cylinder;
258. A marine vessel according to claim 258, wherein movement of the portion is at least partially actuated by the piston.   259. A boat according to claim 258, wherein the movement of at least a portion of the portion is telescopic with respect to the hydrofoil.   259. A boat according to claim 258, wherein the movement of at least a portion of the portion is rotation relative to the hydrofoil.   258. The marine vessel of claim 258, wherein, in operation, the portion has a folded surface and a non-folded surface, such as a bellows.   259. A boat according to claim 258, wherein the surface is made of a material that can be folded and unfolded, such as a bellows. The ship is equipped with a combustion engine according to the purpose,
The engine emits exhaust gas during operation,
268. A ship according to any one of claims 203 to 263, wherein the aircraft comprises a processing system for the gas.   265. The vessel of claim 264, wherein the treatment system comprises at least one device for removing particulate matter from the gas.   268. The vessel of claim 264, wherein the treatment system comprises at least one device for removing nitric oxide from the gas.   267. The vessel of claim 264, wherein the treatment system comprises at least one device for removing carbon dioxide from the gas.   267. A ship according to any one of claims 204 to 226 and 228 to 267, wherein the end of the post functions as the element. Any kind of ship with a combustion engine according to the purpose,
During operation, the engine emits exhaust gas,
The ship has a processing system for the gas,
The said processing system is a ship provided with at least 1 apparatus for removing a carbon dioxide from the said gas.   273. A marine vessel according to any one of claims 203 to 268, wherein the propulsion device is a propeller.   The ship according to any one of claims 203 to 269, wherein the propulsion device is an Archimedes pump.   The ship according to any one of claims 203 to 269, wherein the propulsion device includes blades, and the device is a known water jet.   273. A marine vessel according to any one of claims 203-272, wherein the engine comprises a turbine engine. Including a fluid discharge passage and a fluid discharge port;
The engine includes a turbine engine,
273. A ship according to any one of claims 203 to 272, wherein during operation, gas from the turbine engine is discharged through the outlet.   275. The ship of claim 274, wherein the outlet is attached below the surface of the water. A fluid discharge passage and a fluid discharge port, and an opening closing means;
276. The vessel according to claims 203-275, wherein the means is selectively used to close the outlet during a predetermined mode of operation of the vessel.   276. The ship of claim 276, wherein the means comprises a hinged flap.   280. A ship according to claim 277, wherein said means comprises a rotatably attached flap.   280. A ship according to any one of claims 277 and 279, wherein the flap is at least partially moved between an opening and a closure by an actuator.   294. The marine vessel of claim 279, wherein the actuator is electrically powered.   290. A ship according to any one of claims 274 to 280, wherein the discharge passage is connected to a means for removing excess fluid. The fluid is water,
291. A marine vessel according to claim 281, wherein the passage includes any type of substantial recess below the lowest level of the passage.   283. A ship according to any one of claims 281 and 282, wherein said means comprises a pump.   290. A marine vessel according to any one of claims 204-226, 228-268, and 270-283, wherein the hydrofoil includes a ballast tank.   290. A marine vessel according to any one of claims 204-226, 228-268, and 270-283, wherein the hydrofoil includes a fuel tank. With a gas source,
290. A ship according to any one of claims 203 to 285, wherein in operation, the gas forms a thin film between water and any face of the ship. With a hot exhaust gas source,
290. A ship according to any one of claims 203 to 285, wherein during operation, the gas from within the ship warms a portion of the outer skin of the ship that contacts water. The hydrofoil includes a substantially disk-shaped base material,
The base material is rotatably mounted around an arbitrary portion outside the ship, and the pitch of the hydrofoil is changed in a controllable manner.
288. A ship according to any one of claims 204 to 226, 228 to 268, and 270 to 287, wherein during operation, the pitch variation serves to control the movement of the ship. The hydrofoil includes a flap mounted on a hinged dolly,
The flap can be changed by controlling the angle,
290. A ship according to any one of claims 204 to 225, 227 to 267, and 269 to 288, wherein during operation, varying the angle of the flap serves to control the movement of the ship. The hydrofoil includes a flap mounted for rotation,
The flap can be changed by controlling the angle,
290. A ship according to any one of claims 204 to 226, 228 to 268, and 270 to 289, wherein during operation, varying the angle of the flap serves to control the movement of the ship.   The ship according to any one of claims 203 to 290, wherein the ship is an oil tank ship.   The ship according to any one of claims 203 to 290, wherein the ship is a gas oil carrier.   The ship according to any one of claims 203 to 290, wherein the ship is a bulk carrier.   The ship according to any one of claims 203 to 290, wherein the ship is a container ship.   The ship according to any one of claims 203 to 290, wherein the ship is a passenger ship.   The ship according to any one of claims 203 to 290, wherein the ship is a ferry for carrying passengers.   The ship according to any one of claims 203 to 290, wherein the ship is a naval ship.   298. The ship according to any one of claims 203 to 297, wherein the hull has a shape approximate to a teardrop in a plane.   298. The ship according to any one of claims 203 to 297, wherein the hull has a shape approximate to a football used for American football sports in a plane. Including water,
267. The ship of claim 264, wherein the treatment system comprises a mixture of the water and the gas.   The ship according to any one of claims 203 to 300, wherein a main part of the ship is composed of a corrosion-resistant alloy such as stainless steel belonging to the alloy. A continuously variable transmission having at least two rollers for power transmission,
Each of the above rollers is mounted on a rotating shaft and joined by an endless band,
The first of the rollers has, at one point, a constant diameter along a length substantially corresponding to the width of the belt,
The diameter is controlled to be variable at different times to change the rotational speed of one of the shafts relative to the other shaft,
At least the first roller includes a series of separating members that contact the band,
Each of the partition members is slidably mounted on at least one, substantially conical element, having a key inclined surface of the rotating shaft,
The conical element is slidable on the shaft in a direction substantially parallel to the axis of rotation of the shaft;
In operation, the belt is maintained in an extended state by any means to drive between the rollers,
The transmission is a transmission that slides back and forth on the inclined surface to change the diameter.   331. The transmission of claim 302, comprising an idler roller, wherein in operation, the idler roller is disposed between at least one of the power transmission rollers and reverses the direction of movement of the band.   304. A transmission according to claim 302 or 303, wherein in operation, the contact area between the roller and the band is variably controlled independently of changes in the diameter of the roller.   335. The means for maintaining the belt in an extended state is variably controlled so that the first roller can reduce the extension to the extent that it does not drive another roller. The transmission of any one of Claims. Another roller having the same configuration as the first roller,
305. A transmission according to any one of claims 302 to 305, wherein in operation, the diameter of the other roller decreases as the diameter of the first roller increases.   307. The transmission of claim 306, wherein the first roller element is coupled to the third roller element by a rocker mounted pivotally about about the center.   308. A transmission as claimed in any one of claims 302 to 307, wherein the belt has a number of bands that move in a substantially synchronized movement during operation.   309. The transmission of claim 308, wherein at least one pair of bands is structurally coupled.   309. A transmission according to any one of claims 302 to 309, wherein the average diameter of any subset of the rollers is variably controlled.   An input shaft, a laying shaft, an output shaft, and a second transmission similar to the transmission, and a combined transmission in total, the transmission coupling the input shaft to the laying shaft; 322. The transmission of any one of claims 302 to 310, wherein the second transmission couples the second transmission to the output shaft. The conical element comprises a number of substantially equal parts, the number corresponding to the number of the separating members;
One of the partition members is slidably mounted on one of the conical portions in a direction substantially parallel to the rotation axis of the shaft,
The transmission according to any one of claims 302 to 311, wherein the conical portion is a key of the shaft and is slidably mounted on the shaft.   The transmission of claim 312, wherein the position of each element portion is determined by a series of independently operable drives.   314. The transmission of claim 313, wherein the number of independent drive units corresponds to the number of element portions.   313. The continuously variable transmission according to claim 313 or 314, wherein the drive section is electrically operated.   313. The continuously variable transmission according to claim 313 or 314, wherein the drive unit is fixedly mounted relative to the rotation of the shaft.   313. The continuously variable transmission according to claim 313 or 314, wherein the drive unit is mounted on a ring-shaped structure that does not rotate, and the structure is movable in a direction substantially parallel to the rotation axis of the shaft.   321. A transmission according to any one of claims 302 to 317, wherein the separator members are joined together by components of variable length.   319. The transmission of claim 318, wherein the variable length component comprises a device that absorbs energy.   321. The transmission according to any one of claims 302 to 319, wherein the partition member has a cross section having a shape substantially similar to "I".   321. The transmission according to any one of claims 302 to 319, wherein the partition member has a cross section having a shape substantially close to "T".   321. The transmission according to any one of claims 302 to 319, wherein the partition member has a cross section having a shape substantially close to “L”.   321. A transmission according to any one of claims 302 to 319, wherein, in operation, the separating members overlap each other and press on each other.   324. The transmission of claim 323, wherein the separation member overlap region is separated by one or more rollers.   331. A transmission according to any one of claims 302 to 324, wherein the separator is designed to be flexible.   335. A transmission according to any one of claims 302 to 325, wherein the partition member comprises a friction material mounted on a structure, wherein the friction material is in major contact with the belt during operation. . Having at least one rotatable output shaft,
331. The transmission according to any one of claims 301 to 325, wherein the transmission functions as a clutch and is configured to allow selection and coupling of the output shaft. Having at least one rotatable output shaft,
332. The transmission of any one of claims 302 to 327, wherein the transmission is configured to selectively permit reversal of rotation of the output shaft. With at least two rotatable output shafts,
331. Any one of claims 302 to 328, wherein the transmission also functions as an actuator that couples the output shaft and is configured to allow the output shaft to rotate simultaneously at different speeds. The described transmission. With at least two rotatable output shafts,
The transmission according to any one of claims 302 to 329, wherein the transmission is configured to have a function of variously distributing the amount of power between the output shafts.   A ship provided with the transmission according to any one of claims 302 to 330.   An airplane provided with the transmission according to any one of claims 302 to 330.   330. A land transportation system comprising the transmission according to any one of claims 302 to 330.   333. A land transport according to claim 333, wherein the land transport is a vehicle.   333. A land transport according to claim 333, wherein the land transport is a rail car.   335. A land transport according to claim 334, wherein the land transport is a train. A controller that changes the flow of fluid, a fluid supply storage, and a line of a passage from the storage supplying the fluid to the working chamber,
147. Apparatus according to any one of claims 1 to 146, wherein the controller is located at any convenient location in the line of the passage. At least one measurement device or detection device, a computer, and a computer program loaded on the computer,
148. Apparatus according to any one of claims 1 to 147, wherein the computer program processes data from the apparatus so that the computer sends a signal that changes at least one parameter of operation of the apparatus.   At least one pilot seat, at least one control for the purpose of changing speed and / or height and / or direction, at least one red port light, one green star lamp, and one 213. Aircraft according to any one of claims 147 to 202, comprising a white stern light. At least one measurement device or detection device, a computer, and a computer program loaded on the computer,
213. An aircraft according to any one of claims 147 to 202, wherein the computer program processes data from the device so that the computer sends a signal that changes at least one parameter of operation of the aircraft.   302-301, comprising at least one control for the purpose of changing speed and / or direction, at least one red port light, one green star light and one white stern light. The ship according to any one of the above. At least one measurement device or detection device, a computer, and a computer program loaded on the computer,
320. A ship according to any one of claims 203 to 301, wherein the computer program processes data from the device so that the computer sends a signal that changes at least one parameter of the ship's operation.   335. The transmission of any one of claims 302 to 336, wherein the transmission is contained in a casing, the casing containing fluid for any purpose, including fluids for lubrication and / or cooling. transmission. At least one measurement device or detection device, a computer, and a computer program loaded on the computer,
335. Shift according to any one of claims 302 to 336, wherein the computer program processes data from the device so that the computer sends a signal to change at least one parameter of operation of the transmission. Machine. Any type of land transport with the engine according to any of claims 1 to 11 or 60 to 144,
A land transport, comprising at least one control for the purpose of changing speed and / or direction and at least one brake light mounted on the rear. At least one measurement device or detection device, a computer, and a computer program loaded on the computer,
345. The land vehicle of claim 345, wherein the computer program processes data from the device so that the computer sends a signal that changes at least one parameter of operation of the aircraft. Powered transport for use on land, in the air or underwater, including land transport, ships or planes;
A photovoltaic array,
The array is
In the first position, the array is raised so that it is substantially coplanar with the surface portion of the transport and in the second position, the array is raised above the surface; Powered transportation and arrays that are controllably and variably movable so as to be movable in a direction towards the sun or other light source.   145. An assembly comprising the engine according to any one of claims 1 to 11 or 60 to 144, wherein there is an electric motor and / or generator substantially inside the inner volume of the piston.   145. The assembly comprising the engine of any one of claims 1 to 11 or 60 to 144, wherein the gas turbine is substantially inside the inner volume of the piston.   145. The assembly comprising the engine of any one of claims 1 to 11 or 60 to 144, wherein the compressor is substantially inside the inner volume of the piston.   145. The assembly comprising the engine of any one of claims 1 to 11 or 60 to 144, wherein the fluid pump is substantially inside the inner volume of the piston. A diffuser that attaches to any part of a facility equipped with a combustion engine, and cools the exhaust gas from the combustion engine with outside air, optionally for the purpose of diluting, before the gas leaves the facility part completely An intended diffuser,
The diffuser comprises a first at least partial enclosure into which exhaust gas enters from a lower level;
An upper portion of the first volume communicates with one or more second volumes;
At least the second volume comprises a number of apertures near the lower part of the volume to allow outside air;
The diffuser, wherein the second volume comprises a number of apertures near the upper level of the volume for the outlet of the mixture of exhaust gas and outside air. A reciprocating internal combustion engine,
At least one cylinder head having a passage for fluid flow;
With an enclosure for at least one part of the engine,
A reciprocating internal combustion engine that is capable of changing the way in which the fluid passes, with the aim of bringing the temperature of the engine close to its maximum design limit almost always.

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