AU592750B2

AU592750B2 - One-way or two-way motion internal combustion engine with exchange pressure-saved gas chamber and separate gas chamber

Info

Publication number: AU592750B2
Application number: AU39842/85A
Authority: AU
Inventors: Tai-Her Yang
Original assignee: Individual
Current assignee: Individual
Priority date: 1982-03-31
Filing date: 1985-03-13
Publication date: 1990-01-25
Anticipated expiration: 2005-03-13
Also published as: IN162021B; AU3984285A

Description

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ir r n mmo i i, i ow. I I I I C0~tIONWEALT. OF AUSTPA.TIA Form Regulatio, 13(2) PATENTS ACT, 1952 COtMPLETE SPECIFICATION

(ORIGINAL)

FOR OFFICE USE59 Short Title: Int. Cl: I Application Number: 9* p. Lodged: C;ii~ HC.- 0 9 9 0 9 pr p 09D 00 S.".oComplete Specification-Lodged; Accepted: Lapsed: :09. Published: Priority: 3, 5 el9 0 0 0 90 #4U 00 9 r 0 09 0 0 090r 0 sO 0r *a e. 0 *e 0 U, se *r p Related Art: TO BE COMPLETED BY APPLICANT i 9* C C C 0 r9 *0 C 9e 9 90.0 *I Cr *O 9 990 ie 0 9 Name of Applicant: Address of Applicant: Actual Inventor: Address for Service: TAI-HER YANG 5-1 Tai-Pin St., Si-Hu Town, Dzan-Hwa, Taiwan, R.O.C.

Tai-Her Yang ARTHUR S. CAV CO., Patent and Trade Mark Attorneys, 1 Alfred Street, Sydney, New South Wales, Australia, 2000.

Complete Specification for the invention entitled: "ONE-WAY OR TWO-WAY MOTION II\'TERNAL COMBUSTION ENGINE WITH EXCHANGE PRESSURE-SAVED GAS unAMBER A!TD SEPARATE GAS CHAMBER" The folloing statement is a fulL description of this invention, including the best method of performing it knowm to me:-

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-1a:% y ASC-49 j~ i' ii, iii Iv K. k I 10 The claims defining the invention are as follows: 4 c- 4 rrri n n

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r7 la Q 99 44 9 4 94 4099 0 4 04 9 4 4 4 94 4 ,9 9 49 INTERNAL COMBUSTION ENGINE The invention relates to internal combustion engine. An object of the invention is to provide an improved internal combustion engine of high efficiency, giving lower pollution and less vibration. The invention is applicable to rotary engines, to linear engines and to two-stroke reciprocating piston engines.

In one broad form the invention provides an internal combustion engine, comprising: an internal combustion engine comprising: a housing having a hollow interior, the hollow interior having a first generally cylindrical surface; a rotor received in the hollow interior and rotatable therein relative to said housing, the rotor having a second generally cylindrical external surface, the diameter of which is less than that of the first surface; one of said rotor and housing having at least one pair of protrusions extending from the generally cylindrical surface to sealingly engage the other of said rotor and housing and thereby define at least one inlet/compression chamber and at least one combustion/exhaust chamber; the other of said rotor and said housing having at least one piston slideably received in the respective surface and biased to sealingly engage the other surface; the, or each of the at least one, inlet/compression chamber having an air/fuel mixture inlet at an upstream end and located in the rotor or housing having said protrusions; the, or each of the at least one, combustion/exhaust chamber having an exhaust gas outlet at a downsteam end and 01,97k/CB 9 P .h j~i~ r !:X171- i: j-j

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lb located in the rotor or housing having said protrusions; the, or each of the at least one, piston having: a hollow interior having a volume less than the or each of the at least one, inlet/compression chamber, an upstream facing wall and a downstream facing wall, first passageway means in the upstream facing wall communicating the hollow interior with the exterior of the piston, second passageway means in the downstream facing wall communicating the hollow interior with the exterior of the piston; control means in said second passageway means only allowing fluid flow from the downstream exterior into the hollow interior; said first passageway means blocked or unblocked only by the relative position of the piston to said rotor or said 4 housing in which the piston is received, said first passageway means blocked when said piston is in the, or one of the at least one, inlet/compression chamber and unblocked when said piston is in the, or one of the at least one, combustion/ exhaust chamber, whereby: t* when said, or each of said at least one, piston is in a inlet/compression chamber, fluid downstream of said piston is compressed into the hollow interior and fuel/air mixture is drawn into said inlet/compression chamber upstream of said piston, and when said, or each of said at least one, piston is St in a combustion/exhaust chamber, fluid is released from said hollow interior into the combustion/exhaust chamber upstream of I the piston and exhaust gas downstream of the piston is pushed out of the chamber via the outlet.

S97k/CB 0 1 97k/ C B c The invention also provideo an internal linear combustion engine comprising: a first wall having a generally planar first surface having at least two elongate depressions thereon arranged end on end; a second wall having a planar second surface engaging said first surface, slideable relative thereto in the elongate direction, and thereby defining, with said depressions, at least two gas chambers; said gas chambers comprising at least one inlet/compression chamber and at least one combustion/exhaust chamber arranged alternately; 9'.at least one piston slideably received in said second fob# surface and biased to sealingly engage said first surface; the, or each of the at least one, inlet/compression chamber having an air/fuel mixture inlet in the second surface at an upstream end; the, or each of the at least one, combustion/exhaust chamber having an exhaust gas outlet in the second surface at a downsteam end; the, or each of the at least one, piston having: a hollow interior having a volume less than the or each of the at Sleast one, inlet/compression chamber, an upstream facing wall and a downstream facing wall, first passageway means in the Supstream facing wall communicating the hollow interio.: with the exterior of the piston, second passageway means in the downstream facing wall communicating the hollow interior with the exterior of the piston; 0197k/CB d control means in said second passageway means only allowing fluid flow from the downstream exterior into the hollow interior; said first passageway means blocked or unblocked only by the relative position of the piston to the second surface wall, said first passageway means blocked when said piston is in the, or one of the at least one, inlet/compression chamber and unblocked when said piston is in the, or one of the at least one, combustion/exhaust chamber, whereby: when said, or each of said at least one, piston is in a inlet/compression chamber, fluid downstream of said piston is compressed into the hollow interior and fuel/air mixture is drawn into said inlet/compression chamber upstream of said Spiston, and when said, or each of said at least one, piston is i in a combustion/exhaust chamber, fluid is released from said hollow interior into the combustion/exhaust chamber upstream of the piston and exhaust gas downstream of the piston is pushed out of the chamber via the outlet.

In a rotary or a linear engine one of the relatively 414 as inlet/compression chambers and comhii-'-;--' 2 providing the high pressure chamber.

The in"ention is also applicable to reciprocating two-stroke piston engines, the part of the cylinder below the piston being sealed to provide the intake chamber, and a passageway within the piston uncovering the outlet port of the high pressure chamber at top dead centre of the piston stroke.

The invention will now be further described with reference to the accompanying drawings, in which: Fi, Ire 1 is a trausverse section of a rotary engine incorporating the invention; It Figure 2 is an axial section of the engine of n 15 Figure 1; Figures 3a and 3b are details showing a vane incorporating the high pressure chamber; Figures 4 and 5 are respectively horizontal and vertical longitudinal sections of a linear engine incorporating the invention; V Figures 6a to 6f are diagrams illustrating

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l the operation of the engine of Figures 4 and SFigure 7 is an axial section through the piston and cylinder of a two-stroke reciprocating c 25 engine incorporating the invention; Figure 8 is a transverse section of the cylinder and the top of the piston of the engine '4sP~i q -i n n 3-

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t IC t C C C t of Figure 7; and Figures 9a to 9e are diagrams illustrating the operation of the engine of Figures 7 and 8.

Fig-ires 1 and 2 show a rotary engine employing the present invention. The engine comprises a cylindrical rotor working within a body which is shaped so as to provide an intake chamber 104 and an explosion chamber 105. Apart from these two chambers the rotor is a close fit within the body.

A pair of spring loaded vanes 106, seal the gap between the rotor and the body and act as pistons for drawing in and compressing the combustion mixture, and for transmitting the force of the explosion to the rotor.

The structure of these vanes is shown in more detail in Figures 3a and 3b. The vanes consist of a hollow body, the interior of which forms a high pressure chamber 102. A non-return inlet valve 101 opening in the forward direction of motion of the vane permits the combustion mixture to be compressed into this chamber and an outlet port 103 is covered during the compression of the combustion mixture as shown in Figure 3a, but is uncovered as shown in Figure 3b when it is required to release the highly compressed combustion mixture from'. the chambe r.

In operation, referring to Figure 1, the rotor

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i i i ii .jL ii-: -lliiili--ill~-LI -I:1 I 4 rotates clockwise in the view shown. As the vane 106 passes down the intake chamber 104, it draws in combustion mixture through the inlet 104' behind it and, ahead of the vane, compresses the mixture previously inducted. As the vane approaches the end of the intake chamber the mixture is compressed through the inlet valve 101 into the high pressure chamber 102. It cannot escape from this chamber, because the outlet port 103 lies within the body of the rotor in the position shown in Figure 3a, where it is sealed.

As rotation continues, the vane 106 leaves the intake chamber 104 and enters the explosion chamber 105. Close to the beginning of this chamber a spark plug 108 is provided in a hemispherical recess 105", and this is energised immediately the vane has passed it. The chamber is widened at this point, .9 so that the vane moves outwards, uncovering the outlet port 103 as shown in Figure 3b and releasing the high pressure .t combustion mixture, which is immediately ignited by the plug 108. The vane then acts as a power piston, transferring the pressure developed by the explosion of the mixture into rotation of the rotor until the vane reaches the far end of the explosion chamber 105, when it uncovers an exhaust port 105'.

During this process the diametrically opposite vane 106 has been compressing the combustion mixture in the intake chamber 104, and once it passes into combustion chamber 105 it 5 drives the exhaust gases ahead of it out of the exhaust port 105', as its own mixture, behind it, explodes and drives the rotor. It can be seen that the process repeats every 180" rotation of the rotor id: i' 61Z *it. I S i V i: 1 K 5 4 S I 54

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9I54 St I I ti *44 4 St Ii 5; *4 II 5; 1445; F I St 41 t itself The engine shown in Figures 4 and 5 is a linear engine working on exactly the same principles as the rotary engine just described.

The engine comprises a. body running along a trackway, the trackway being provided with recesses of alternatly deeper and shallower depth, the shallower ones providing the intake chambers 104, and the deeper ones providing the explosion chambers 105. The body is provided with vanes 106 whose construction is similar to that shown in Figures 3 a and 3b and already described. Adjacent to each of the vanes, and immed'iately behind it in relation to the direction of motion, is a spark 15 plug 108 in a hemispherical recess 105". At the front of the motor is a vane 120 of different construction. This does not have a high pressure chamber within it, but it is provided with i hole 1047 which acts as a port, and is uncovered when 20 the vane is in the deeper explosion chamber 105, but is sealed when the vane is in the shallower intake chamber 104. The function of this leading vane is merely to act as a piston to fill the chamber 104 with combustible mixture as the engine 25 passes over it, ready for compression by the next vane. An opening 111' immediately in front of it prevents th.e build-up of unwanted pressure.

A notch 104' in the end of the chamber 104 S 5; 5; 4 45;

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C C 1~ I -6- 0* o 0 *0 09#@ 0 9000 00 allows it to communicate with an inlet groove 110 in the engine body and a notch 105' in the front end of the explosion *chamber 105 allows .it to communicate with an exhaust groove Il1 in the engine body.

The operation of this engine will now be explained with reference t.o Figures 6a to 6f. In Figure 6a the front end of the engine with thb vane 120 is passing over an explosion chamber 105, but the depth of the chamber is such that the port 1047 is exposed and allows gas to pass through it, so this vane produces no effect. On the other hand, when this vane passes through the shallower intake chamber, as shown in Figures 6c and 6d the port 15 1047 is closed and the vane produces suction, drawing combustion mixture into the chamber.

In Figure 6e the next vane, which contains a high pressure chamber, has entered the intake chamber, and the gas is being compressed in front 20 of it and forced through the non-return valve into the high pressure chamber within the vane. When this vane reaches the end of the intake chamber, the high pressure chamber is filled with highly compressed gas. This position is shown on the lefthand side of Figure 6b. The motor continues to move so 'that the vane enters the deeper explosion chamber 105, when it protrudes far enough to tC C C C c .Ii.~I

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-7uncover the outlet port 103 (see Figure 3b) and release the compressed mixture, at which instant the plug 108 is fired. This starts the power stroke for this vane.

At the end of this stroke the vane leaves the explosion chamber and enters the next intake chamber lenvitig the evplosion chamber 105 communicating with tbe exhaust ports and groove Ill by way of the notch 105'. The vane continues through the next intake chamber, compressing the gas3 in it into the high pressure chamber within the vane and the cycle repeats itself.

Figures 7 and 8 are respectively axial and transverse sections of the piston and cylinder ofa two-stroke engine emboding the present invention.

Cott4 .t The lower end of the cylinder is sealed and provided with an inlet valve 306 for the combustible mixture. The piston rod 307 passes through a sealing gland 308 which seals it against the escape of the mixture, and the top of the F cylinder is provided in the usual manner with a IL C Cspark plug 108. A passageway 320 in the piston communicates with an exhatist port 304 when the piston is in its lowest position, as shown in Figure 7.

A passageway 310 leads f rom the bottom of the cylinder to a high pressure chamber 312, the 8.

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I. I C I C t entrance f rom the passageway to this chamber being closed by a non-return valve 311. At the bottom of the high pressure chamber 312 is an outlet port 313 opening into the interior of the cylinder and normally covered by the sidewall of the piston.

However, at the top dead centre position of the piston a passageway 314 comes opposite the outlet port 313.

Figures 9a to 9e illustrate the functioning of this engine. At Figure 9a the piston is at the top of its stroke, and the space below it has been filled with the combustion mixture. As the piston moves downwards, as shown in Figure 9b and 9c, this is compressed and forced through the non-return 15 valve into the high pressure chamber at the side of the cylinder. At the bottom of its stroke the exhaust port in the cylinder side is uncovered, and exhaust gases above the piston can escape. The upward stroke, shown in Figures 9d and 9e, compresses the residual gases on top of the piston and draws fresh mixture into the space below it. At top dead centre, as shown in Figure 9a, the passageway 314 comes opposite the outlet port 313 (see Figure 7) and the highly compressed combustion 25 mixture is transmitted through this passage to the combustion chamber at the top of the piston, at which moment the spark plug is fired. This cycle is repeated indefinitely.

9 It will be appreciated that the essential feature of the present invention is the provision of a high pressure chamber into wixch the combustion mixture is compressed and from which it is released into the combustion cliamber just at the moment of ignition. Many variations in the mechanical construction of engines employing this principle may be envisaged. For example, in the rotary engine of Figure 1 the vanes could be fixed in the outer member, and the inner member could be shaped to provide the intake chamber and combustion chamber. The linear motor of Figures 4 to 6 could be iuverted in construct.ton, the moving member having the intake and combustion chambers, and the 15 fi-,,ed member having the 'vanen. The two-stroke reciprocating engine of Figures 7 to 9 could be varied by the provision of a double piston, the second piston providing the function of compressing the combustion taixture into the high pressure 20 chamber.

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Claims

1. An internal combustion engine comprising: a housing having a hollow interior, the hollow interior having a first generally cylindrical surface; a rotor received in the hollow interior and rotatable therein relative to said housing, the rotor having a second generally cylindrical exterior surface, the diameter of which is less than that of the first surface; one of said rotor and housing having at least one pair of protrusions extending from the generally cylindrical surface to sealingly engage the other of said rotor and housing and thereby define at least one inlet/compression chamber and at least one combustion/exhaust chamber; the other of said rotor and said housing having at least one piston slideably received in the respective surface and biased to sealingly engage the other surface; the, or each of the at least one, inlet/compression chamber having an air/fuel mixture inlet at an upstream end and located in the rotor or housing having said protrusions; t the, or each of the at least one, combustion/exhaust chamber having an exhaust gas outlet at a downsteam end and C located in the rotor or housing having said protrusions; the, or each of the at least one, piston having: a V. hollow interior having a volume less than the or each of the at 4: least one, inlet/compression chamber, an upstream facing wall and a downstream facing wall, first passageway means in the upstream facing wall communicating the hollow interior with the exterior of the piston, second passageway means in the downstream fac the exterior o control allowing fluid hollow interio said fir the relative p housing in whit means blocked i least one, inl( piston is in tI exhaust chambei 'I when saic inlet/compressi .9 compressed intc 9444 'drawn into said .4 9L, piston, and whE in a combustior hollow interior *,,the piston and 9 4r out of the chaff 4,4,

2. The inter :including a plu inlet/corpressi

43. The inter wherein said in shallower than 4. The inter ^I 'I P i 019'7k/CB \O 97k/GB downstream facing wall communicating the hollow interior with the exterior of~ the piston; control means in said second passageway means only allowing fluid flow from the downstream exterior into the hollow interior; said first passageway means blocked or unblocked only by the relative position of the piston to said rotor or said housing in which the piston is received, said first passageway means blocked when said piston is in the, or one of the at least one, inlet/compression chamber and unblocked when said piston is in the, or one of the at least one, combustion! exhaust chamber, whereby: when said, or each of said at least one, piston is in a inlet/compression chamber, f luid downstream of said piston is compressed into the hollow interior and fuel/air mixture is 'drawn into said inlet/compression chamber upstream of said piston, and when said, or each of said at least one, piston is in a combustion/exhaust chamber, fluid is released from said hollow interior into the combustion/exhaust chamber upstream of the piston and exhaust gas downstream of the piston is pushed out of the chamber via the outlet. 2. The internal combustion engine described in claim 1 *'including a plurality of alternately arranged inlet/compression chambers and combustion/exhaust chambers. The internal combustion engine described in claim 1 wherein said inlet/compression chamber has a lower height or is shallower than the combustion/exhaust chamber. 4. The Internal combustion engine described in claim 1 .,O97k/GB r;.-12- wherein said rotor is stationary and said housing rotates. The internal combustion chamber of any one of claims 1 to 3 wherein said rotor rotates and said housing is stationary. 6. The internal combustion engine of any one of claims 1 to wherein said at least one piston is two pistons received mutually diametrically opposite in the rotor. 7. The internal combustion engine of any one of claims 1 to wherein said at least one piston is two pistons received mutually diametrically opposite in the housing. 8. An internal linear combustion engine comprising: a first wall having a generally planar first surface having at least two elongate depressions thereon arranged end on end; too: o t a second wall having a planar second surface engaging said first surface, slideable relative thereto in the elongate direction, and thereby defining, with said depressions, at least two gas chambers; said gas chambers comprising at least one S inlet/compression chamber and at least one combustion/exhaust off~ chamber arranged alternately; at least one piston slideably received in said second toot surface and biased to sealingly engage said first surface; the, or each of the at least one, inlet/compression chamber having an air/fuel mixture inlet in the second surface 4 t at an upstream end; the, or each of the at least one, combustion/exhaust chamber having an exhaust gas outlet in the second surface at a downsteam end;- 4 0197k/CB -13- the, or each of the at least one, piston having: a hollow interior having a volume less than the or each of the at least one, inlet/compression chamber, an upstream facing wall and a downstream facing wall, first passageway means in the upstream facing wall communicating the hollow interior with the exterior of the piston, second passageway means in the downstream facing wall communicating the hollow interior with the exterior of the piston; control means in said second passageway means only allowing fluid flow from the downstream exterior into the hollow interior; 114 said first passageway means blocked or unblocked only by the relative position of the -'iston to the second surface wall, 4-4- said first passageway means blocked when said piston is in the, P's or one of the at least one, inlet/compression chamber and Sunblocked when said piston is in the, or one of the at least one, combustion/exhaust chamber, whereby: when said, or each of said at least one, piston is in a *':inlet/compression chamber, fluid downstream of said piston is compressed into the hollow interior and fuel/air mixture is drawn into said inlet/compression chamber upstream of said piston, and when said, or each of said at least one, piston is in a combustion/exhaust chamber, fluid is released from said hollow interior into the combustion/exhaust chamber upstream of 4 t the piston and exhaust gas downstream of the piston is pushed out of the chamber via the outlet. 9. The internal combustion engine described in claim 8 including a plurality of gas chambers which alternately serve 197k/CB 14 i #9 o *C C: F .C C I, C I C t, A A'. as inlet/compression chambers and combustion/exhaust chambers during the engine cycle. The internal combustion engine described in claim 8 or claim 9 wherein each said inlet/compression chamber has a lower height or is shallower than each said combustion/exhaust chamber. 11. The internal combustion engine described in any one of claims 8 10 wherein there are a plurality of pairs of gas chambers and a single piston. 12. The internal combustion engine of any one of claims 8 to wherein there are an equal number of gas chambers and of pistons. 13. The internal combustion engine of any one of claims 8 to 12 wherein the first wall is stationary and the second wall is movable. 14. The internal combustion engine of any one of claims 8 to 12 wherein the first wall is movable and the second wall is stationary. An internal combustion engine, substantially as herein described with reference to figs. 1 to 6. DATED this 25th day of October, 1989. Tai-Her YANG By His Patent Attorneys ARTHUR S. CAVE CO. 0197k/CB