CA2390380C - Forced coaxially ventilated two stroke power plant - Google Patents
Forced coaxially ventilated two stroke power plant Download PDFInfo
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- CA2390380C CA2390380C CA002390380A CA2390380A CA2390380C CA 2390380 C CA2390380 C CA 2390380C CA 002390380 A CA002390380 A CA 002390380A CA 2390380 A CA2390380 A CA 2390380A CA 2390380 C CA2390380 C CA 2390380C
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- valve
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- slider
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- valve seat
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
- F02B25/26—Multi-cylinder engines other than those provided for in, or of interest apart from, groups F02B25/02 - F02B25/24
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
- F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Valve Device For Special Equipments (AREA)
- Spark Plugs (AREA)
- Portable Nailing Machines And Staplers (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Motor Or Generator Frames (AREA)
- Air-Conditioning For Vehicles (AREA)
Abstract
An internal combustion engine having a power cylinder (200), whereby the power, ventilation (comprising simultaneous intake and exhaust), and compression events within the power cylinder (200) completed define the cycle of the engine, with induction in the induction cylinder (100) being an auxiliary and incidental function to the cycle within the power cylinder (200), such that engine cooling and fuel efficiency are improved over prior art internal combustion engines. Interconnecting the power cylinder and the induction cylinder (100) is a transfer chamber which opens into the top of the power cylinder (200), which chamber in turn is equipped with a one way, pressure responsive transfer valve (60) for allowing air to flow into the power cylinder (200) when pressure therein falls below the pressure in the induction cylinder (100). An exhaust port (12) is likewise positioned near the bottom of the power cylinder (200).
Description
fORCEI) COAXIALLY VENTILATED TWO STROKE POWER I"LANT
Teelinical Field "I'he invention relates to internal conibustion engines and, more particularly.
to an internal combustion engine having a superior "tri-functional" cvcle comprised of three events. namely, ventilation. conipression, and power. accomplisheci in two strokes witli greater elliciency than lias heretofore been made available through the prior art.
I3acl:U1ro1.1ld Ai-t Many internal conihustion cngines operate on a cycle known as the Otto Cycle which has been known since as far back as the year 1801. Whether one is explainini-, the operation of a two cvcle engine or a four cycle engine, the Otto Cvcle defines four basic events that occur within the engine during the cycle.
namely. intake (or induction), coi pression, power (or iunition). and exhaust.
In a four sti-oke engine. approximately one stroke (180 de`~rees of'the 720 de`.;ree cvcle) is devoted to each event. Wliile niodern high speed tour stroke engines have attempted to incorporate near siniultaneous intal:e and exhaust.
these events still reduire two separate strokes in a four stroke en~~ine. In such an arr-angement. all of the airflow occurs at the top of the cylinder, which tends to lielp to cool the cylinder head, hut which fails to cool the cylinder body. Further.
in sucli a conGguration, the power stroke can comprise at best no niore tiian 22% of the cycle. thus limiting the overall power output potential of the engine.
In a two stroke engine, power, exllaust. and intake all occur on the down -stroke, followed by additional exhaust and compression on the up stroke. The familiar two stroke intei-nal conibustion engine defines four distinct events within the combustion cylinder durina its cycle. Beginning with the ignition of the fuel/air mixture in the cylinder, presstire rises above the cylinder head to drive the piston downward through the cylinder. While traveling downward through the cylinder.
the uiston uncovers an exhaust port to expose the interior of cylinder (which is > under high pressure) to near atmospheric pressure. and the combustion products previously held within the cylinder force themselves out of the cylinder throuuh the exhaust port. The piston continues its downward travel through the cylinder to then uncover an intake pot=t prior to the piston reaching its bottom dead center position.
Durin(-1 the return stroke (or "up stroke"), the intake port is first closed by the piston.
1 t? 1 lowever. for at least a brief period. the exhaust port t-eniains open as the piston continues to travel upward in its retur=n stroke. Thus. some of the fresh aii-taken it;
through the intake port and a portion of any tuel that has thus far been mixed i to that air is likewise forced out of the exhaust port tultil the piston closes the exhaust port by passing it during its return stroke. Once the exhaust port is closed.
thr 15 remaining air and fuel mixture is compressed. Once compression is completecl. the two evcle process is finished. and ignition of the fuel/air mixture occurs once at-yain to start the cycle anew. Unfortunatelv, the period of the cvcle during which the piston travels fi=om its bottom dead centet- position to the top of the exhaust pot-t results in a significant loss of fi=esh ait- and fuel which could be used as part of the 20 combustion product.
Anotller feature of a typical two stroke engine is that the crankcase in a two strol.e en~;ine provides a volume of space in which much of the carburation takos place. This configuration prevents the use of a volume of oil splashing around in the crankcase as is normally the case with a traditional four stroke engine.
T'hus. in a 25 two stroke engine. oil must be mixed with the fuel prior to its introduction into the cylinder. creatinu, eitlier an additional but-den on the user who niust mix the fuel and oil prior to use. or reyuirin~~ more coniplex fuel and oil delivery systems.
while producing an environmentally unfriendly exhaust product xvhich includes burnt oil as a combustion byproduct.
Disclosure of Invention It is, therefore, an object of the present invention to provide an internal combustion engine which employs a"tri-functional" cycle con-iprised of three events. namely. ventilation, compression, and power. accomplislied in two strokes with greater efficiency to avoid the disadvantaoes of the pi-ior art.
It is another object of the present invention to provide an internal combustion engine which introduces cool air into a combustion cylinder to contribute to cooling the entire length of the combustion cylinder.
It is still anotlier object of the present invcntion to provide an internal combustion engine which increases the efficiencv of previously know-n two cycle en,ines without increasing the complexity or weiLylit to that of fotn- cvcle en~~ine.
It is vet another object of the prescnt invention to provide an iilternal combustion enoine havinu the benefits of a traditional four evcle enoine whilc extendim-, the power stroke to 25 to 40 percent oi- more of the total cvcle.
It is still yet anothcr object of the prescnt invention to pi-ovide an internal combustion engine which increases the amount oFair charge which may be retained within a conibustion cyli.ndei- to participate in the combustion event over what has been previously available in traditional two stroke engines.
It is yet another objcct of the present invention to provide an internal combustion engine which eliniinates the need to niix oil with fuel as in a tradition<1 two stroke en(yine configuration.
It is another object ofthe present invention to pi-ovide an impi-oved air intake valve for an internal eombustion engine capable of improvin"
performance_ and which is of siniplified construction and less expensive to inanufacture than previously known air intake valves.
According to the present invention, the above-described and other objects are accomplished by providing an internal combustion engine having two parallel cylinders. nanlely. an induction cylinder and a power cylinder. wherebv the power_ ventilation (comprising simultaneous intake and exhaust). and compression events wiihin tl~e power cylinder completely def ne the cycle of the en-2ine. with induction in the induction cylinder being an auxiliary and incidental function to the cycle within the power cylinder, such that engine cooling and fuel efflciency ai-e iniproved over prior art internal combustion engines. Within the combustion cylinder, an intake port is provided at the top of the cylinder_ which port in turn is equipped with a one way, pressure responsive trans(er valve for allowinf* air to f7ow into the combustion cylinder wllen pressul-e therein falls below the pressul-e in the induction cylindel-.
'f'he cycle of the engine of the instant invention is establislled as follows:
Iunition of the fuel air nlixtln=e at the llead of the power cylinder initiates the power or down stroke of tlle power piston. Tllereafter, exhaust and intake occl-nearlN' sinlultaneously fronl sonlewhat befol-e the bottonl dead center position of'the power pistrnl until sonlewhat after the bottom dead center position of the power piston.
Finally. the trapped air within the power cylinder is conlpressed during the 1-emainder of tlle powel- piston's up stroke through the renlainder of the cycle. Tlluti.
in tho confiuuration of the instant invention, unlike a traditional four stroke enL,in in which exhaust and intake occur in two separate strokes. no entire stroke is devoted to eithel- of these events, or to botll conlbined. Furtller, the placenlent of tlle exhaust port in the conlbustion cylinder and the phase diffel-ence betNN~een the IlldliCtl(111 plston alld the power piston of the installt illvelltloll ellables tlle power 2(? stroke to be never less than 25 percent, and up to as much oi'40 percent.
of the entii-e cycle. Still furtller. because carbin=etion is not required for the instant invention. and tllus because the cranl:case is not involved in tile process of inductin~T
aii- and fuel into the combustion chamber. oil nlav be circulated in the crankcase as in a tl-aditional four stroke engine. such that mixing of oil witll the fuel becomes wlnecessary and a cleaner exhaust product is produced over what has been previously attained witll traditional two cycle engines.
In an alternate embodiment of the invention. the induction cvlinder is 1-eplaced witll an air tank storing conlpressed air which may be fed directly into the intake port of tlle conlbustion cylinder. The air tank receives conlpressed ail-continuously while the engine is operated. fronl eitllel- a turbine driven or cl-anl:
shaft driven compressor.
Regal-dless of the source of cooled conlpressed air, whether it be a til-st induction cylinder or an air tank. in the event that carburation becomes desired for use in the engine of the instant invention, both of the above-nlentioned sources of ~
cooled compressed air allow the air to be carbureted as it enters the power cylinder, thus avoiding contamination of the crank case.
A design for the one way, pressure responsive transfer valve is also provided, and this comprises two primary components, namely, a fixed valve seat housing and a sliding valve member. The valve seat housing is threaded into an opening in the head of a working chamber on an internal combustion engine. The sliding valve member is configured to reciprocate through the hollow interior of the housing in response to differential pressures on either side of the valve. The sliding member has a hollow chamber running along its interior parallel to its primary axis, and has an opening in a sidewall at the base of the slider member adjacent the valve seat face on the housing. The boring of the interior of the slider member is accomplished such that a smooth transition is provided for directing the stream of air outward from the valve structure. The internal surface of the bore follows the contour of a partial sphere in order to turn the stream of air traveling through the valve from a direction parallel to the primary axis of the valve to a direction perpendicular or nearly perpendicular to the primary axis of the valve, without the dispersal common to the usual type of intake valve used in most internal combustion engines. By providing multiple valves in the head of the cylinder, a swirling effect may be accomplished which enhances the cooling effect of the admitted air on the power cylinder's components (in turn reducing the wear and tear on the same), and more efficiently mixing the fuel/air mixture to provide for increased overall engine efficiency and reduced fuel consumption.
In summary, therefore, the present invention may be considered as providing, an internal combustion engine having at least one working cylinder, the cylinder further comprising a cylinder head, an automatic, pressure responsive air intake valve comprising: a valve seat housing, the valve seat housing further comprising: a first bore extending through the valve seat housing from a top face of the valve seat housing to a bottom face of the valve seat housing, the first bore defining a flared valve seat adjacent the bottom face; and a slider valve member configured for reciprocating movement through the bore, the slider valve member further comprising: an elongate member having an outwardly flared bottom, the outwardly flared bottom configured to mate with the valve seat to close the valve; guide -5a-means for guiding the slider valve through the valve seat housing; a side port extending into a side wall of the elongate member; and a second bore extending through the slider valve member from a top face of the slider valve member to the side port.
Brief Description of Drawings Other objects, features, and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiment and certain modifications thereof when taken together with the accompanying drawings in which:
FIG. 1 is a perspective view of a tri-functional (three event), internal combustion engine accordin(i to on:: embodiment ol'the present invention in its fullv ventilated state.
FIG. 2 is a perspective view of the tri-functional internal combustion en"ine of FIG. I dlu-in(i compression.
FIG. 3 is a perspective view of tlie ti-i-functional internal combustion en~sin, of FIGs. 1-2 during ignition/combustion.
FIG. 4 is a perspective view of the ti-i-I'unctional intei-nal combustion engine of F1 Gs. 1-3 durin(,), the power stroke.
FIG. 5 is a front view of the assenibled valve of the instant invention in a closed position.
FIG. 6 is a front view of tlie slider valve member.
FIG. 7 is a partial cross-sectional view of the slider valve niember taken alon(y line A-A of Figure 6.
FIG. 8 is a partial, cross-sectional view of the assembled valve in an open position.
FIG. 9 is a top-down view of a working cylinder witli a plurality of valves as described above positioned witliin the head of the cylinder introduce a plurality of smooth. continuous, laminar streams of air into the liead of the cylinder.
FIG. 10 is a pei-spective view of a dual-cylinder tri-functional internal eombustion engine according to an alternate embodiment of the present invention.
2 5 wherein the power piston is at a top dead center position.
FIG. 1 1 is a sectional view of the intcrnal conlbustion engine of Fi(y. 10.
wherein the power piston is traveling through its down stroke.
FIG. 12 is a sectional view of the internal combustion enLyine of Figs. 10-1 ?, wliei-ein the power piston is at a bottom dead center position.
FIG. 13 is a sectional view of the internal combustion engine of Fi~7s. 10-12, wherein the power piston is traveling through its up stroke.
Best Mode(s) for Carrying Out the Invention Figures l through 4 diagramatically depict a tri-functional (three event).
internal combustion engine accordin~ to one embodiment of the present invention.
As shoNvn in FiLyure I. the internal conibustion engine of the instant invention coniprises an engine block 10 having a}n'eferably vertically oriented power cylinder (shown penerally at 200). While Figures l through 4 depict power cylinder 200 as a verticallv oriented cvlinder. it should be noted that the cylinder mav alternatelv be arranued at an an~~le. Power cvlinder 200 liouses a power piston 30 Nvhich is confii~ured for reciprocal niovement through power cylinder 200. A standard piston rod 31 attaclies power piston 30 to cranksliaft 40.
A compressed air inlet port 13 enters the "head" of power cylinder 200. and housed witliin inlet port 1 3 is a one way pressure responsive transfer valve (described in ureater detail below) which allows a charge of conlpressed fresli ai-- to travel ti=oni compressed air inlet port 13 to power cylinder 200 when the pressure in po,.ver cylinder 200 falls and causes a pressure differential across pressure responsive transfer valve 60 One or niore exhaust ports 12 are positioned within a side wall ofpower cvlinder 200 located near the bottoni of the power piston's travel.
A fuel injection port 70 is provided at the top of power cvlinder- 200.
Likewise. while the configuration of the instant invention is intended for use as a hi(,h conlpression enaine which causes tiie combustion event to occw= in power cylinder 200 as a result of the heat generated during the compression of the air/fiiel mixture. a glow plu" or spark plu~~ (not shown) nlay optionally be provided at the top of power cylinder 200 adjacent fuel in.jection port 70 to fiirther promote the combustion event.
The nlethod of tri-functional ventilation, conlpression. and powe-- of the instant invention is carried out in only two strokes as follows. witli reference to FIGs. 1-4.
FIG. I illustrates the fully ventilated bottom dead center (BDC) position.
wherein the exhaust port(s) 12 are fully unobstructed allowing ventilation of the entire cylindei-. after power piston 30 passes exhaust poi-t 12 during its down stroke, exhaust ~asses flow out of power cylinder 200 through exhaust port 12. thus _,5_ 3 decreasing thc pressure in power cylinder 200 and allowing transler valve 60 to open, in turn allowing a charge of compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inI7ow of fi=esli air throu~h transfer valve 60 ensures that anv remaininu combustion products are displaced out of power cvlinder 200.
FIG. 2 illustrates the compression event wherein the piston 30 is now on the upward. or return, stroke, and the exhaust port(s) 12 are closed. As power cvlinder 30 i-eaclies a position 40 past its BDC position it once a`~ain closes off eXha.ust valve 12. Once exhaust valve 12 is closed. the coolei- aii- which has just passecl through transfei- valve 60 into powei- cylinder 200 will have been absorbing, heat from all the surfaces of power cylinder 200 and the ci-own of power piston 30.
causing it to increase in pressure, thereby forcing closed pressui-e-i-esponsive transfer valve 60. The power piston 30 continues its up stroke to coinpress the remaining fi=esh air cliarge within power cylinder 200. This arrangement creates a hioh pressure condition witliin power cylinder 200 whicli in turn causes pi-essui-e ?0 responsive transfer valve 60 to automaticallv close. thus trappino the remaining charge of fresh air foi- use in the next combustion event.
FIG. 3 illustrates the ionition/combustion event wherein the piston 30 is now at at TDC. Fuel has been, or is now injected in through injector 70. If diesel rn-compression ignition is used, the fuel will now be ignited by the heat of the compi-essed air. Alternately, if a spark is required, ignition will be made to occui- hy a spark plug or glow plug (not shown) in a known manner. The combttstion event within power cylinder 200 creates an increasing pressure at the top of power piston which in turn drives power piston 30 downward as the combustion gasses expand.
30 FIG. 4 illustrates the powei- stroke wherein the aforesaid rapid increase in pressure. as a result of combustion. forces the piston 30 down, imparting power to the crank sliaft 40 and fly wheel. The top edge of power piston 30 falls below the upper extent of exhaust port(s) 12. thus starting to allow the exhaust uasses to be expelled from power cylinder 200. The power stroke ends as the piston 30 uncovers - ~-the exhaust port(s) 12 and the pressui-ized combustion products leave, again be,innim, the ventilation process of Fig. 1. The sudden release of pressure within power cylinder 200 once exhaust port 12 lias been exposed in turn causes pressure responsive transfer valve 60 to open.
Uuring the time that the power piston 30 exposes exhaust port 12. power piston 30 will travel through the remainder of its downstroke to the extent of the remainder ol'its travel distance, and back up during its up stroke to again close exhaust port 12. Tliere is a continuous inflow of fresh air via the pressure responsive intake valve 60 and into intake port 13. This ensures that all remainink) combustion products within power cylinder 200 are washed out of power cylinder 200 until exhaust valve 12 again becomes sealed.
To supply the continuous inflow of fresh aii- via the pressure responsive intake valve 60 and into intake poi-t 13. a soiirce of compressed air may be coupled to compressed air inlet port 1 3. and this may be a storage vessel storin', compressed air. '1'he storage vessel is connected by a transfer chamber to the air inlet of powei-cvlinder 200 whicii houses transfer valve 60. As the ventilation event allows pi-essui-e in the power cylinder to decline to less than that in the stora<ie tank.
transter valve 60 xvill open to allow fi'esll air into the combustion cylinder. Such source of air is cooled separately from the power cylinder 30, such that a denser and More oxy(Yen rich mixture is present in the combustion cliamber at the onset of the ignition event than has previously been available in prior art eni-yines. The forced iloodin- of the combustion chamber fi=om the top down. as the exhaust and induction events occur simultaneously. will have the incidental advantage of collectinL, heat froni the cylinder wall and the piston crown. as the earliest of the new air washes all the way through the cylinder as it follows the last of the exhaust.
It should be understood by those skilled in the art that alternative sources of compressed air inay be used. For example, a separate induction piston may b:.~
employed (as will be described). or any other forced air source.
As mentioned briefly above, valve 60 is configru=ed as a presstire responsive vaive which opens alrtomatically in i-esponse to a diffei-ential pressure of'approximately I
psi. In oi-der to provide such a readily responsive valve. and as shown more pai-ticularly in Figures 5-8, valve 60 comprise a valve seat hrn.ising 10 and a slider valve member 20 conligured to reciprocate through the hollow interior of'valve seat housing 10, automatically opening and closing in response to differential presstn'es on eithea- side of the valve of as little as I psi. Valve seat housin0 10 comprises a generally cylindrical body preferably formed of a hard metal havin-1 a borc extendina thei-e through. The boi-e in valve seat housing 10 is coniigured as an elon,rate. cvlindi-ical boi-e 11 extendin(I fi=onl the top face ofhousin(I 10 to s;ii'1ht1N15 above the bottoni face of housing 10, and a 11ai-ed valve seat 12 interposed between cylindi-ical bore 1 1 and the bottom face of housing 10. As explained in greater detail below, flared valve seat 12 is configured to niate with the bottom flared poi-tion 23 of slider valve member 20 when the valve is closed. Extendinu, radiallv inward from the sidewall of cylindrical bore 1 1 is a positioning pin 14. As explained in greater detail below, positioning pin 14 is configured to ride within a channel 22 on slider valve niember 20 to prevent the i-otation of slider valve about its primary axis. thus maintaining the aii- flow from the valve in the desii-ed dii-ection durin, operation. Valve seat housing 10 is pi-eferable provided alon~, at least a portion of its external cylindrical wall witli a series of threads 1 3 configurea to mount valve seat housing 10 in a cooperating screw-threaded opening provided in the head of a cylinder in an internal combustion engine.
As shown more particularly in the side view of slider valve 20 of Fioure 6, slider valve 20 comprises a generally elongate sliaft: preferably formed of steel or ceramic, oi- a similarly configured hard and temperature resistant material.
having a flared face 23 at its bottom portion.
Flared face 2 3 is contoured to mate with tlared valve seat 12 on valve housing 10, such that wlien the valve assembly is in its fully closed position (as sliown in Figure 5), the bottom-niost portion of slider valve 20 lies flush with the bottom face of valve liousing 10. Slider valve 20 is provided at its upper portion wltll all annular r1m~T, 21 rigidly attaclled to slider valve 20. Allllular rlng, 21 serves as a stop to linlit the downward travel of slider valve nlember 20 as it reciprocates tllrough valve housing 10 to open and close the valve assembly.
Slider valve 20 is likewise provided near its bottonl portion with a circular air outlet port 24 positioned in a sidewall of slider valve nlember 20. Air outlet port 24 opens into and intercepts a vertical bore 25 extending throuuh a majority of the slider valve nlember's major axis. As sltown nlore particularly in the partial cross-sectional view of the slider valve nlember of Fioure 7(taken alom-, line A-A
of Figure 6). the point at whicll vertical bore 25 intercepts side port 24 defines a cavitv within the slider valve having the contour of=the interior surface of a partiai sphere having a radius R. such that the transition of the bore surface from vertical bore 25 to sidewall port 24 is carried out along tiie interior surface of such sphere.
It has been found that by providin~~ such a smooth bore stu=face following tllz contotn- of a sphere. tiie (Treatest potential for maintaining lanlinar tlow of tiie air trave.linu throuoh the valve structure is achieved, in turn improving the effectiveness of mimnu, the air with the fuel injected into tiie cvlinder and tllus tlle overall eft7ciencv ofi=the engine. To further enhance the flow of air throt.loil the valve and nlaintain its laminar nature, the radius R of the pol-tion of the sphere interconnectin~
vertical bore 23 and side port 24 is preferably the sanle as the radii of both vertic.-ll bore 23 and side port 24, thus eliminating any ridges or narrowing of the f1ow challnel which might inhibit flow or otherwise support the development of ttn=bulent regions within slider valve 20. The formation of sucll a continuous flow channel nlay be achieved using a ball mill to bore botll vet-tical bore 23 and side port 24.
leavinu a concave spherical surface at the points at which these two openings intercept one another.
As mentioned above, slider valve 20 is also equipped witll a shallow channel 22 positioned in its external sidewall. Channel 22 is configured with a dimension slightly larger than positioning pin 14 in valve seat housing 10, thus allowing positioning pin 14 to move freely up and down through channel 22 during operation of the valve wliile preventing rotation of slider valve 20. Thus. when the valve -/?
assembly is installed in the head of a cylinder, the air flow produced from the valve when it is in its open position is in a constant, fixed direction.
Referring now to the partial, cross-sectional view of Figure 8, when the valve is subjected to a differential presstire of I psi or greater so as to create a vacuum on the valve seat side of valve housin" 10 (such as dUn-ing the intakc stroke in an internal combustion en(iine), slider valve member 20 moves downward throuuh valve body 10 until annular ring 21 positioned at the top of slider valve ?U
abuts the top face of valve body 10. Rotation of slider valve 20 about its primary axis as it travels throu(,h valve body 10 is prevented by the interaction between guide pin 40 with channel 22 on the sidewall of slider valve 20. Whcn slider valve 20 has assuined a fullv open position (as shown in Figure 8). outlet port 24 is fullv exposed to the environment within the working chamber, in turn allowin" air to flow through slider valve 20 throuoh vertical bore 25 and out trom port 24 in a continuous. smooth, laminar strean,. A sprino 14 is provided within valve housiM-1 which acts against annular ring ? 1 to bias slider valve 20 towards its closed 20 position.
Finally. as shown in the top-down view of a working chamber of Figure 9. a plurality of valves as described above niay be positioned within the head of the cvlinder of an internal combustion engine to introduce a plurality of sniooth.
continuous. laminar streams of air into the head of the cylinder. Such a combination of flows which produces a swirling effect within the cylinder has been found to have a sionificant cooling effect on the cylinder, in turn reducing the wear on the cvlinder and piston experienced during engine operation. Likewise, the swirlini, effect produced through the introduction of air from multiple valves of the instant invention provides for more efficient mixing of the fueliair mixture prior to combustion than has been previously available through p--ior art devices. in turn providing increased overall engine efficiency and reduced fuel consumption.
As explained in greater detail above, it has been found that the foregoin~:
valve ensures ease of operation of the valve in response to a differential pressure of as little as I psi. thus greatly reducino the load exerted on the internal combustion engine of the instant invention during the intake or induction stroke of the induction cylinder. while ensurino a readily responsive transfer offresh air into the worlcin"
chamber. "I'he design of the valve of the instant invention provides for automatic.
pressure responsive actuation, stich that the need for mechanical. electrical, or electromechanical valve actuators is elinlinated. while maintainino a vastlv 1 i) siniplified construction over previously known valves. Such simplified construction in turn reduces the manufacturing costs of the valve unit.
It should he readily apparent to those of ordinarv skill in the art that the improved valvc of the instant invention may be applied to various t_ypes of internal conibustion en6nes. such as vehicle enoines. marine engines. and industriai engines. The improved valve of the instant invention may likewise be applied to internal combustion engines using spark ignition and/or incorporating fiiel injection systems. as well as diesel engines enlploying compression ignition.
FIGs. 10-1 3 diailranlaticallv depict another embodiment of the dual cylinder. tri-fi.inctional (three event). internal combustion engine that uses a separate induction cylinder as a source of air rather than the compressed air supply described above. Like reference numerals represent like parts.
The embodiment of FIGs. 10-13 comprises an engine block 10 havino a pair of preferably vertically oriented parallel cylinders. namely. an induction cvlinder (shown generally at 100). and a power cylinder (shown generally at 200). While I=igures 10 through 13 depict induction cylinder 100 ancl power cylinder 200 as vertically oriented parallel cylinders. it should again be noted that the cylinders may alternatelv be arranged at angles to one another, as in a tvpical V-arran(Yement for an internal combustion engine. Induction cvlinder 100 houses an induction piston_ 20 which is configured for reciprocal movement through induction cvlinder 100.
A
standard piston rod 21 attaches induction piston 20 to a crankshaft 40 as before.
Likewise, power cylinder 200 houses a power piston 30 which is configured for reciprocal nloveinent through power cylinder 200. One or more exhaust ports 12 are located near the lower portion of power cylinder 200. A standard piston rod 31 attaches power piston 30 to crankshaft 40. In the preferred embodiment of the _ / 4_ instant invention, crankshaft 40 is confi~ured suc11 that induction piston 20 is pliased to nlove 140 degrees in advance of power piston 30. However. such phase separation mav vary fi-om 90 to 180 degrees while maintaining the functionality of the instant invention. While the embodiment depictcd in Figures 10 through 13 discloses a phase difiierence of 140 deilrees. it is important to note that the precise phase difference is a function of the location of exhaust port 12 in powor cylinder 200. and the angular position of power piston 30 durinu its cycle. and more particularly its downward power stroke, when power piston 30 initiallv tulcovers exhaust port 12. The precise phase difference between induction piston 20 and power piston 30 is pref-crably 2 times the number of deurees between bottoizl dead centcr of power piston 30 (i.e.. 180 degrees) and the angular position of pox,,,er piston 30 dtu-ing its 360 degree cvcle at which it initially uncovers exhaust port 12.
It has been found that this precise arrangement ensures that induction piston reaclies its top dead center position. thus maximally compressing the charge of air in induction cylinder 100 and ensuring transfer of that entire charge to power cvlinder 200, just as power piston 30 closes exhaust port 12. This arrangement in turn assures that the maximum amount of fresh air is made available for co>>>bustion within power evlinder 200. thus increasing the efficiency of the engine of the instant invention over prior art designs which require recombustion of leftover con;bustion products in the power cylinder. or which utilize contaminated exhaust gasses fi=oni the enoine crank case as a part of the conibustion product.
An air inlet port (shown generally at 11) is provided at one end of engine block 10 and is in fluid communication with induction cylinder 100. A fresh ai--plenum chamber (not shown) directs fi=esh atniospheric air. uncontarninated from combustion byproducts of the engine cycles. to air inlet port 11. Housed within air inlet port l 1 is a one way pressure responsive valve 50 (described in greater detail below) which allows fresh air to travel from the plenum chamber into induction cvlinder 100 when the pressure in induction cylinder 100 falls below the presstu=e on the inlet side of valve 50.
In order to regulate tlie amount of air that is ultimately directed to the power cylinder, induction cylinder 100 mav optionally be providecl with a mechanically-actuated or electromechanicallv-actuated relief valve located near the top of induction cylinder 100. The relief valve allows air that is unwanted and unnecessa--y for the combustion event to occur to escape from induction cvlinder l 00 prior to its transfer of air to power cvlinder 200. Such air is thus ejected froin induction cylinder 100 untainted by fuel and exhaust, and thus creates no hazardous environmental effects. As a furthe-- forni of economy. such dispelled air mav hc.
stoi-ed under pressui-e in a compressed air vessel and mav thei-eafter he used to operate many pneuniatic ancillary svstems of numerous types in vehicles. water crait and aircraft.
A transfer poi-t connecting the hot and cold cylinders near theii- "heads"
(shotivn generally at 13) is positioned between induction cylinder 100 and power cvlinder 200 to allow fluid comniunication between each cylinder. Housed within transfer port lI is a one way pressure responsive transfei- valve 60 (described in greater detail previously) whicli allows a charge of crnmpressed fresl: aii-to travel fi=oni induction cylinder 100 to power cvlinder 200 when the pressure in power cylinder 200 falls below the pressin-e in induction cylinder 100.
One or more exhaust ports 12 arc positioned witliin a side wall of powei-cvlinder 200 located near the bottom of the power piston's travel. After power piston 30 passes exhaust port 12 durin`~ its down stroke. exhaust gasses flow out of`
power cylinder 200 through exhaust port 12. thus decreasing the pressure in power cylinder 200 and allowing transfer valve 60 to open, in turn allowing a charge of coinpressed. fi=esli air to flow from induction cvlinder 100 into power cylinder 200.
Wllile exhaust port 12 remains open, the inflow of fresh aii- through transfer valve 60 e.nsures that any remaining combustion products are displaced out of power cvlinder 200. As power piston 30 moves upward. it closes exhaust port 12. thus trapping the remaining charge of fresh air for use in the next combustion event.
A fuel injection port 70 is provided at the top of power cylinder 200. As described previously, the configuration of the instant invention is ir.tended for use as a high compression engine which causes the combustion event to occur in power -1(-~ cyli-ider 200 as a result of the heat generated diu-ing the compression of the air/fuel mixture. Alternately, aglrnv plug or spark plug (not shown) may optionally he provided at the top of power cvlindet= 200 adjacent fuel injection port 70 to iiu=thet-proniote the combustion event.
In the dual-cvlinder embodiment. the method of tri-functional ventilation.
1 t) compression, and powe-- of the instant invention is ca--ried out in only two strokes as follows. Referring tirst to Figtre 1 3, in which induction piston 20 is at its top (iead center (TDC) position. the next i ovement oi'induction piston 20 will be downward throu,-),h induction cylinde-- 100. At this instance, as shown in the grapli of Fi()ure 13. the power piston 30 position is sliown at approximately 220 . o-- 140 ti=o-n its 15 TDC position as it is travelin(I upward. It is also iniportant to note that at this instance, power piston 30 lias just closed exhaust port 12 such that all fresh air remainin~~ xvithin powe-- c_vlinder 200 will be comp--essed as power piston 30 continues its upward stroke.
In the c.vlinders illustrated on the left. the power piston 30 is now at TDC:
fuel iias 20 been. o-- is now injected. If diesel or compression ignition is used, the fuel will ncnv be wnited bv the heat of the compressed air, or if a spark is required. it will be made to occur (spark plug not shown). The resulting combustion will cause a rapid increase in pressLn=e within the cylinder.
The aforesaid --apid increase in pressuu-e, as a result of combustion. torces the 25 power piston 30 down, imparting power to the crank shatt and fly wlieel.
The Power stroke ends as the piston uncovers the exhaust ports 12, and the pressuriz,ed combustion products leave. beginninoT the Ventilation Process.
As induction piston 20 begins to travel downward through induction cylinder 100, pressure responsive valve 50 opens as a result of the slight 30 unde-~.~resstn=e condition created within induction cylinder 100 as induction piston 20 begins its downward stroke. The structure of valve 50 is preferably identical to valve 60. and this enables it to open witli only a very slight underpressure condition within induction cylinder 100, such that the task traditionally placed on an internai conibustion engine as a result of the vacuum draw established during an intake stroke is vastlv reduced. Moi-e particularly. assumin" that average atmospheric air pressure at sea level is approximately 14.7 PSI. the transfer valve 50 of the instant invention is desiined such that with the transfer valve closed. less than a onc pound differential pt-essure will be sufficient to open the valve. Such sensitivitv in transfer valve 50 will ensure closLu=e of the valve as air is trapped and begins to be compi-essed within poNver cylinder 200. As pressure i-esponsive valve 50 opens.
fresh aii- is I introduced into induction chamber 100 above induction piston through air inlet 1 1. As shown in Figure 10, as induction piston 20 proceeds throuoh its downstroke within induction cylinder 100. valve 50 remains open to allow a maximum ehai-ge of fresh ail- to be inducted into cylinder 100. W11en induction piston 20 has traveled through approximately 140 (and is thus approximately 40 from bottom dead center (BDC) position), power piston '10 has reached its TDC position. fully compressing the fuel and air mixture and initiatint) the combustion event within power cylinder 200.
The combustion event within power cylinder 200 creates an increasing pressure at the top of power piston 30 which in turn drives power piston 1(1 downward as the combustion gasses expand. As shown in Figw=e 11. as powei-piston 30 continues through its downward stroke. induction piston 20 passes its BDC position and begins its up stroke. Once induction piston 20 begins its up stroke., pressure responsive valve 50 automatically closes to allow the charge of' fresh air that lias been admitted to induction cylinder 100 to be compressed.
Induction piston 20 then continues to compi-ess the chai-ge of fresh air contained within induction cylinder 100 until power piston 30 again reaches the top of exhaust port 12. at which time the exhaust event commences. allowing a drastic and near immediate reduction of pressure in power cylinder 200 wlien induction piston 20 is 80 degrees prior to 'TDC.
Immediately following the piston arrangenient depicted in Figure 11. the top edge of power piston 30 falls below the upper extent of exhaust port 12, thus starting to allow the exhaust gasses to be expelled from power cvlinder 200.
The sudden release of pressure within power cylinder 200 once exhaust port 12 lias been - / 5'-~ exposed in turn causes pressure responsive transfer valve 60 to open. as shown more particularly in FIG. 12. As power piston 30 travels from approximately 40 prior to its BDC position (shown in Figure 1 l) to its BDC position, transfei-valvc 50 remains open as induction piston 20 continues its upward stroke. During the time that the power piston 30 exposes exhaust port 12. power piston 30 v,ill travel through the remaincler of its downstroke approximately 1 1.8% of its total travel distance, and back up during its up stroke approximately anothei- 11.8% of its total travel distance to again close exhaust poi-t 12, at a comparatively slower rate of speed than the rise of induction piston 20 during its up stroke. which in turn rises approximatelv 40.5% of its total travel distance to i-each its TDC position.
thus further compressing the air remaining withing induction cylinder 100 and simultaneously dii-ecting it into power cvlinder 200. The continuous inflow of fresh air from induction cylinder 100 to power cylinder 200 while exhaust port 12 remains open also ensures that all remaining combustion products within power cylinder 200 are washed out of power cylinder 200 until exhaust valve 12 again becomes sealed.
Referring once again to Figw-e 13. as induction piston 20 reaches its TDC
position, power cylinder 30 reaches a position 40 past its BDC position, at which it once again closes off exhaust valve 12. Once exhaust valve 12 is closed. the cooler air which has just passed from induction cylinder 100 throuph transfer valve 60 ir,to power cylinder 200 will have been absorbing heat from all the surfaces of power cylinder 200 and the crown of power piston 30. causing it to increase in pressure, thereby forcing closed transfer valve 60. The power piston 30 continues its up stroke to compress the remaining fresh air charge within power cvlinder 200, while induction piston 20 starts its induction stroke. This arrangement creates a high pressure condition within power cylinder 200 which in turn causes pressure responsive transfer valve 60 to automatically close.
As mentioned brier`ly above, vaives 50 and 60 are both configured as pressure responsive valves which open automatically in response to a differential pressure of approximatelv I psi. In order to provide such a readily responsive valve, and as shown and described previously with regard to Figs. 5-8. both valve 50 and valve 60 comprise a valve seat housing 10 and a slider valve nlembei-confiaured to reciprocate through the hollow interior of valve seat housing 10.
automatically opening and closing in response to differential pressui-es on either side of the valve of as little as l psi.
The power cylinder 200 of the instant invention and the induction cN l inder 100 (assurnin, an induction eylinder as set forth in the first above-described embodiment is utilized) are each preierably lined with an inner cylinder composed of a hat-d and heat resistant substance such as polished cast iron. althou~~h any similar hard and heat resistant substance would likewise suffice. Tlie inner cvlinde, is prefei-ably pi-essed into steel block 10. Alternately, the inner cvlinder 10 mav he set into block 10 during the molding process, as the block may alternately be formed fi-om a pourable niaterial, sucli as concrete, ceramic slip. or epoxy.
The inner cylinder is provided with a plurality of small and very numerous perforations clustered together above tiie BDC position of the power piston. This configuration of perforations allows a generous sectional area for exhaust vvhile protectin~~ the piston rings of power piston 30. and maintaining a continuously smooth surface against w1iich the piston rings (or a ringless piston) can slide. Outside of the inner cvlinder. block 10 is provided with a first exiiaust plenum inimediatelv ad_jacent tlle cylinder liner. A coiltrollable obstruction, such as an off-center cam or simiiarly configured device, may optionally be provided in order to regulate the flow of exhaust gasses.
Having now fully set forth the preferred enibodiments and certain modifications of the concept underlying, the present invention. various other embodiments as well as certain variations and niodifications of the embodiments hei-ein shown and described will obviously occur to those skilled in the art upon becominu familiar with said underlying concept. For example. multiple devices as described above may be utilized to supply fi=esh air, and multiple fresh air inlet valves and transfer valves may be provided in order to increase the airflow into each respective cylinder. It should be understood, therefore. that the invention may be -)0 practiced otlierwise than as specifically set forth herein.
Industrial Applicability In conventional two-stroke engines. the period of the cvcle during which the piston travels trom its bottom dead center position to the top of the exhaust port results in a significant loss of fi=esh air and fuel which could be used as part of tlie.
combustion product. In addition. the crankcase provides a volunie of space in whicii much of the carburetion takes place. This configuration prevents the use of a volw e of oil splashing around in the crankcase as is normallv the case with a traditional four sti-oke enaine. Thus. in a two stroke engine, oil must be mixcd Nvith the fuel prior to its introduction into the cvlinder. creatin2l either an additional burden on the user wlio must mix the fuel and oil prior to use. or requiring.:
more complex fuel and oil delivery systems. wliile producing an environmentally unfriendly exhaust product which includes burnt oil as a combustion byproduct.
Thei-e would be a significant industrial demand for an improved internal ?0 combustion engine which enables the air being inducted into a combustion chamber to participate in cooling the entire cylinder. which increases the efficiency of pi-eviously known two cvcle engines without requiring the complexitv and additional weiLht associated with four cvcle enoines, and which prevents the neeci to use a fuel/oil mixture in a two cycle engine configuration.
Teelinical Field "I'he invention relates to internal conibustion engines and, more particularly.
to an internal combustion engine having a superior "tri-functional" cvcle comprised of three events. namely, ventilation. conipression, and power. accomplisheci in two strokes witli greater elliciency than lias heretofore been made available through the prior art.
I3acl:U1ro1.1ld Ai-t Many internal conihustion cngines operate on a cycle known as the Otto Cycle which has been known since as far back as the year 1801. Whether one is explainini-, the operation of a two cvcle engine or a four cycle engine, the Otto Cvcle defines four basic events that occur within the engine during the cycle.
namely. intake (or induction), coi pression, power (or iunition). and exhaust.
In a four sti-oke engine. approximately one stroke (180 de`~rees of'the 720 de`.;ree cvcle) is devoted to each event. Wliile niodern high speed tour stroke engines have attempted to incorporate near siniultaneous intal:e and exhaust.
these events still reduire two separate strokes in a four stroke en~~ine. In such an arr-angement. all of the airflow occurs at the top of the cylinder, which tends to lielp to cool the cylinder head, hut which fails to cool the cylinder body. Further.
in sucli a conGguration, the power stroke can comprise at best no niore tiian 22% of the cycle. thus limiting the overall power output potential of the engine.
In a two stroke engine, power, exllaust. and intake all occur on the down -stroke, followed by additional exhaust and compression on the up stroke. The familiar two stroke intei-nal conibustion engine defines four distinct events within the combustion cylinder durina its cycle. Beginning with the ignition of the fuel/air mixture in the cylinder, presstire rises above the cylinder head to drive the piston downward through the cylinder. While traveling downward through the cylinder.
the uiston uncovers an exhaust port to expose the interior of cylinder (which is > under high pressure) to near atmospheric pressure. and the combustion products previously held within the cylinder force themselves out of the cylinder throuuh the exhaust port. The piston continues its downward travel through the cylinder to then uncover an intake pot=t prior to the piston reaching its bottom dead center position.
Durin(-1 the return stroke (or "up stroke"), the intake port is first closed by the piston.
1 t? 1 lowever. for at least a brief period. the exhaust port t-eniains open as the piston continues to travel upward in its retur=n stroke. Thus. some of the fresh aii-taken it;
through the intake port and a portion of any tuel that has thus far been mixed i to that air is likewise forced out of the exhaust port tultil the piston closes the exhaust port by passing it during its return stroke. Once the exhaust port is closed.
thr 15 remaining air and fuel mixture is compressed. Once compression is completecl. the two evcle process is finished. and ignition of the fuel/air mixture occurs once at-yain to start the cycle anew. Unfortunatelv, the period of the cvcle during which the piston travels fi=om its bottom dead centet- position to the top of the exhaust pot-t results in a significant loss of fi=esh ait- and fuel which could be used as part of the 20 combustion product.
Anotller feature of a typical two stroke engine is that the crankcase in a two strol.e en~;ine provides a volume of space in which much of the carburation takos place. This configuration prevents the use of a volume of oil splashing around in the crankcase as is normally the case with a traditional four stroke engine.
T'hus. in a 25 two stroke engine. oil must be mixed with the fuel prior to its introduction into the cylinder. creatinu, eitlier an additional but-den on the user who niust mix the fuel and oil prior to use. or reyuirin~~ more coniplex fuel and oil delivery systems.
while producing an environmentally unfriendly exhaust product xvhich includes burnt oil as a combustion byproduct.
Disclosure of Invention It is, therefore, an object of the present invention to provide an internal combustion engine which employs a"tri-functional" cycle con-iprised of three events. namely. ventilation, compression, and power. accomplislied in two strokes with greater efficiency to avoid the disadvantaoes of the pi-ior art.
It is another object of the present invention to provide an internal combustion engine which introduces cool air into a combustion cylinder to contribute to cooling the entire length of the combustion cylinder.
It is still anotlier object of the present invcntion to provide an internal combustion engine which increases the efficiencv of previously know-n two cycle en,ines without increasing the complexity or weiLylit to that of fotn- cvcle en~~ine.
It is vet another object of the prescnt invention to provide an iilternal combustion enoine havinu the benefits of a traditional four evcle enoine whilc extendim-, the power stroke to 25 to 40 percent oi- more of the total cvcle.
It is still yet anothcr object of the prescnt invention to pi-ovide an internal combustion engine which increases the amount oFair charge which may be retained within a conibustion cyli.ndei- to participate in the combustion event over what has been previously available in traditional two stroke engines.
It is yet another objcct of the present invention to provide an internal combustion engine which eliniinates the need to niix oil with fuel as in a tradition<1 two stroke en(yine configuration.
It is another object ofthe present invention to pi-ovide an impi-oved air intake valve for an internal eombustion engine capable of improvin"
performance_ and which is of siniplified construction and less expensive to inanufacture than previously known air intake valves.
According to the present invention, the above-described and other objects are accomplished by providing an internal combustion engine having two parallel cylinders. nanlely. an induction cylinder and a power cylinder. wherebv the power_ ventilation (comprising simultaneous intake and exhaust). and compression events wiihin tl~e power cylinder completely def ne the cycle of the en-2ine. with induction in the induction cylinder being an auxiliary and incidental function to the cycle within the power cylinder, such that engine cooling and fuel efflciency ai-e iniproved over prior art internal combustion engines. Within the combustion cylinder, an intake port is provided at the top of the cylinder_ which port in turn is equipped with a one way, pressure responsive trans(er valve for allowinf* air to f7ow into the combustion cylinder wllen pressul-e therein falls below the pressul-e in the induction cylindel-.
'f'he cycle of the engine of the instant invention is establislled as follows:
Iunition of the fuel air nlixtln=e at the llead of the power cylinder initiates the power or down stroke of tlle power piston. Tllereafter, exhaust and intake occl-nearlN' sinlultaneously fronl sonlewhat befol-e the bottonl dead center position of'the power pistrnl until sonlewhat after the bottom dead center position of the power piston.
Finally. the trapped air within the power cylinder is conlpressed during the 1-emainder of tlle powel- piston's up stroke through the renlainder of the cycle. Tlluti.
in tho confiuuration of the instant invention, unlike a traditional four stroke enL,in in which exhaust and intake occur in two separate strokes. no entire stroke is devoted to eithel- of these events, or to botll conlbined. Furtller, the placenlent of tlle exhaust port in the conlbustion cylinder and the phase diffel-ence betNN~een the IlldliCtl(111 plston alld the power piston of the installt illvelltloll ellables tlle power 2(? stroke to be never less than 25 percent, and up to as much oi'40 percent.
of the entii-e cycle. Still furtller. because carbin=etion is not required for the instant invention. and tllus because the cranl:case is not involved in tile process of inductin~T
aii- and fuel into the combustion chamber. oil nlav be circulated in the crankcase as in a tl-aditional four stroke engine. such that mixing of oil witll the fuel becomes wlnecessary and a cleaner exhaust product is produced over what has been previously attained witll traditional two cycle engines.
In an alternate embodiment of the invention. the induction cvlinder is 1-eplaced witll an air tank storing conlpressed air which may be fed directly into the intake port of tlle conlbustion cylinder. The air tank receives conlpressed ail-continuously while the engine is operated. fronl eitllel- a turbine driven or cl-anl:
shaft driven compressor.
Regal-dless of the source of cooled conlpressed air, whether it be a til-st induction cylinder or an air tank. in the event that carburation becomes desired for use in the engine of the instant invention, both of the above-nlentioned sources of ~
cooled compressed air allow the air to be carbureted as it enters the power cylinder, thus avoiding contamination of the crank case.
A design for the one way, pressure responsive transfer valve is also provided, and this comprises two primary components, namely, a fixed valve seat housing and a sliding valve member. The valve seat housing is threaded into an opening in the head of a working chamber on an internal combustion engine. The sliding valve member is configured to reciprocate through the hollow interior of the housing in response to differential pressures on either side of the valve. The sliding member has a hollow chamber running along its interior parallel to its primary axis, and has an opening in a sidewall at the base of the slider member adjacent the valve seat face on the housing. The boring of the interior of the slider member is accomplished such that a smooth transition is provided for directing the stream of air outward from the valve structure. The internal surface of the bore follows the contour of a partial sphere in order to turn the stream of air traveling through the valve from a direction parallel to the primary axis of the valve to a direction perpendicular or nearly perpendicular to the primary axis of the valve, without the dispersal common to the usual type of intake valve used in most internal combustion engines. By providing multiple valves in the head of the cylinder, a swirling effect may be accomplished which enhances the cooling effect of the admitted air on the power cylinder's components (in turn reducing the wear and tear on the same), and more efficiently mixing the fuel/air mixture to provide for increased overall engine efficiency and reduced fuel consumption.
In summary, therefore, the present invention may be considered as providing, an internal combustion engine having at least one working cylinder, the cylinder further comprising a cylinder head, an automatic, pressure responsive air intake valve comprising: a valve seat housing, the valve seat housing further comprising: a first bore extending through the valve seat housing from a top face of the valve seat housing to a bottom face of the valve seat housing, the first bore defining a flared valve seat adjacent the bottom face; and a slider valve member configured for reciprocating movement through the bore, the slider valve member further comprising: an elongate member having an outwardly flared bottom, the outwardly flared bottom configured to mate with the valve seat to close the valve; guide -5a-means for guiding the slider valve through the valve seat housing; a side port extending into a side wall of the elongate member; and a second bore extending through the slider valve member from a top face of the slider valve member to the side port.
Brief Description of Drawings Other objects, features, and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiment and certain modifications thereof when taken together with the accompanying drawings in which:
FIG. 1 is a perspective view of a tri-functional (three event), internal combustion engine accordin(i to on:: embodiment ol'the present invention in its fullv ventilated state.
FIG. 2 is a perspective view of the tri-functional internal combustion en"ine of FIG. I dlu-in(i compression.
FIG. 3 is a perspective view of tlie ti-i-functional internal combustion en~sin, of FIGs. 1-2 during ignition/combustion.
FIG. 4 is a perspective view of the ti-i-I'unctional intei-nal combustion engine of F1 Gs. 1-3 durin(,), the power stroke.
FIG. 5 is a front view of the assenibled valve of the instant invention in a closed position.
FIG. 6 is a front view of tlie slider valve member.
FIG. 7 is a partial cross-sectional view of the slider valve niember taken alon(y line A-A of Figure 6.
FIG. 8 is a partial, cross-sectional view of the assembled valve in an open position.
FIG. 9 is a top-down view of a working cylinder witli a plurality of valves as described above positioned witliin the head of the cylinder introduce a plurality of smooth. continuous, laminar streams of air into the liead of the cylinder.
FIG. 10 is a pei-spective view of a dual-cylinder tri-functional internal eombustion engine according to an alternate embodiment of the present invention.
2 5 wherein the power piston is at a top dead center position.
FIG. 1 1 is a sectional view of the intcrnal conlbustion engine of Fi(y. 10.
wherein the power piston is traveling through its down stroke.
FIG. 12 is a sectional view of the internal combustion enLyine of Figs. 10-1 ?, wliei-ein the power piston is at a bottom dead center position.
FIG. 13 is a sectional view of the internal combustion engine of Fi~7s. 10-12, wherein the power piston is traveling through its up stroke.
Best Mode(s) for Carrying Out the Invention Figures l through 4 diagramatically depict a tri-functional (three event).
internal combustion engine accordin~ to one embodiment of the present invention.
As shoNvn in FiLyure I. the internal conibustion engine of the instant invention coniprises an engine block 10 having a}n'eferably vertically oriented power cylinder (shown penerally at 200). While Figures l through 4 depict power cylinder 200 as a verticallv oriented cvlinder. it should be noted that the cylinder mav alternatelv be arranued at an an~~le. Power cvlinder 200 liouses a power piston 30 Nvhich is confii~ured for reciprocal niovement through power cylinder 200. A standard piston rod 31 attaclies power piston 30 to cranksliaft 40.
A compressed air inlet port 13 enters the "head" of power cylinder 200. and housed witliin inlet port 1 3 is a one way pressure responsive transfer valve (described in ureater detail below) which allows a charge of conlpressed fresli ai-- to travel ti=oni compressed air inlet port 13 to power cylinder 200 when the pressure in po,.ver cylinder 200 falls and causes a pressure differential across pressure responsive transfer valve 60 One or niore exhaust ports 12 are positioned within a side wall ofpower cvlinder 200 located near the bottoni of the power piston's travel.
A fuel injection port 70 is provided at the top of power cvlinder- 200.
Likewise. while the configuration of the instant invention is intended for use as a hi(,h conlpression enaine which causes tiie combustion event to occw= in power cylinder 200 as a result of the heat generated during the compression of the air/fiiel mixture. a glow plu" or spark plu~~ (not shown) nlay optionally be provided at the top of power cylinder 200 adjacent fuel in.jection port 70 to fiirther promote the combustion event.
The nlethod of tri-functional ventilation, conlpression. and powe-- of the instant invention is carried out in only two strokes as follows. witli reference to FIGs. 1-4.
FIG. I illustrates the fully ventilated bottom dead center (BDC) position.
wherein the exhaust port(s) 12 are fully unobstructed allowing ventilation of the entire cylindei-. after power piston 30 passes exhaust poi-t 12 during its down stroke, exhaust ~asses flow out of power cylinder 200 through exhaust port 12. thus _,5_ 3 decreasing thc pressure in power cylinder 200 and allowing transler valve 60 to open, in turn allowing a charge of compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inI7ow of fi=esli air throu~h transfer valve 60 ensures that anv remaininu combustion products are displaced out of power cvlinder 200.
FIG. 2 illustrates the compression event wherein the piston 30 is now on the upward. or return, stroke, and the exhaust port(s) 12 are closed. As power cvlinder 30 i-eaclies a position 40 past its BDC position it once a`~ain closes off eXha.ust valve 12. Once exhaust valve 12 is closed. the coolei- aii- which has just passecl through transfei- valve 60 into powei- cylinder 200 will have been absorbing, heat from all the surfaces of power cylinder 200 and the ci-own of power piston 30.
causing it to increase in pressure, thereby forcing closed pressui-e-i-esponsive transfer valve 60. The power piston 30 continues its up stroke to coinpress the remaining fi=esh air cliarge within power cylinder 200. This arrangement creates a hioh pressure condition witliin power cylinder 200 whicli in turn causes pi-essui-e ?0 responsive transfer valve 60 to automaticallv close. thus trappino the remaining charge of fresh air foi- use in the next combustion event.
FIG. 3 illustrates the ionition/combustion event wherein the piston 30 is now at at TDC. Fuel has been, or is now injected in through injector 70. If diesel rn-compression ignition is used, the fuel will now be ignited by the heat of the compi-essed air. Alternately, if a spark is required, ignition will be made to occui- hy a spark plug or glow plug (not shown) in a known manner. The combttstion event within power cylinder 200 creates an increasing pressure at the top of power piston which in turn drives power piston 30 downward as the combustion gasses expand.
30 FIG. 4 illustrates the powei- stroke wherein the aforesaid rapid increase in pressure. as a result of combustion. forces the piston 30 down, imparting power to the crank sliaft 40 and fly wheel. The top edge of power piston 30 falls below the upper extent of exhaust port(s) 12. thus starting to allow the exhaust uasses to be expelled from power cylinder 200. The power stroke ends as the piston 30 uncovers - ~-the exhaust port(s) 12 and the pressui-ized combustion products leave, again be,innim, the ventilation process of Fig. 1. The sudden release of pressure within power cylinder 200 once exhaust port 12 lias been exposed in turn causes pressure responsive transfer valve 60 to open.
Uuring the time that the power piston 30 exposes exhaust port 12. power piston 30 will travel through the remainder of its downstroke to the extent of the remainder ol'its travel distance, and back up during its up stroke to again close exhaust port 12. Tliere is a continuous inflow of fresh air via the pressure responsive intake valve 60 and into intake port 13. This ensures that all remainink) combustion products within power cylinder 200 are washed out of power cylinder 200 until exhaust valve 12 again becomes sealed.
To supply the continuous inflow of fresh aii- via the pressure responsive intake valve 60 and into intake poi-t 13. a soiirce of compressed air may be coupled to compressed air inlet port 1 3. and this may be a storage vessel storin', compressed air. '1'he storage vessel is connected by a transfer chamber to the air inlet of powei-cvlinder 200 whicii houses transfer valve 60. As the ventilation event allows pi-essui-e in the power cylinder to decline to less than that in the stora<ie tank.
transter valve 60 xvill open to allow fi'esll air into the combustion cylinder. Such source of air is cooled separately from the power cylinder 30, such that a denser and More oxy(Yen rich mixture is present in the combustion cliamber at the onset of the ignition event than has previously been available in prior art eni-yines. The forced iloodin- of the combustion chamber fi=om the top down. as the exhaust and induction events occur simultaneously. will have the incidental advantage of collectinL, heat froni the cylinder wall and the piston crown. as the earliest of the new air washes all the way through the cylinder as it follows the last of the exhaust.
It should be understood by those skilled in the art that alternative sources of compressed air inay be used. For example, a separate induction piston may b:.~
employed (as will be described). or any other forced air source.
As mentioned briefly above, valve 60 is configru=ed as a presstire responsive vaive which opens alrtomatically in i-esponse to a diffei-ential pressure of'approximately I
psi. In oi-der to provide such a readily responsive valve. and as shown more pai-ticularly in Figures 5-8, valve 60 comprise a valve seat hrn.ising 10 and a slider valve member 20 conligured to reciprocate through the hollow interior of'valve seat housing 10, automatically opening and closing in response to differential presstn'es on eithea- side of the valve of as little as I psi. Valve seat housin0 10 comprises a generally cylindrical body preferably formed of a hard metal havin-1 a borc extendina thei-e through. The boi-e in valve seat housing 10 is coniigured as an elon,rate. cvlindi-ical boi-e 11 extendin(I fi=onl the top face ofhousin(I 10 to s;ii'1ht1N15 above the bottoni face of housing 10, and a 11ai-ed valve seat 12 interposed between cylindi-ical bore 1 1 and the bottom face of housing 10. As explained in greater detail below, flared valve seat 12 is configured to niate with the bottom flared poi-tion 23 of slider valve member 20 when the valve is closed. Extendinu, radiallv inward from the sidewall of cylindrical bore 1 1 is a positioning pin 14. As explained in greater detail below, positioning pin 14 is configured to ride within a channel 22 on slider valve niember 20 to prevent the i-otation of slider valve about its primary axis. thus maintaining the aii- flow from the valve in the desii-ed dii-ection durin, operation. Valve seat housing 10 is pi-eferable provided alon~, at least a portion of its external cylindrical wall witli a series of threads 1 3 configurea to mount valve seat housing 10 in a cooperating screw-threaded opening provided in the head of a cylinder in an internal combustion engine.
As shown more particularly in the side view of slider valve 20 of Fioure 6, slider valve 20 comprises a generally elongate sliaft: preferably formed of steel or ceramic, oi- a similarly configured hard and temperature resistant material.
having a flared face 23 at its bottom portion.
Flared face 2 3 is contoured to mate with tlared valve seat 12 on valve housing 10, such that wlien the valve assembly is in its fully closed position (as sliown in Figure 5), the bottom-niost portion of slider valve 20 lies flush with the bottom face of valve liousing 10. Slider valve 20 is provided at its upper portion wltll all annular r1m~T, 21 rigidly attaclled to slider valve 20. Allllular rlng, 21 serves as a stop to linlit the downward travel of slider valve nlember 20 as it reciprocates tllrough valve housing 10 to open and close the valve assembly.
Slider valve 20 is likewise provided near its bottonl portion with a circular air outlet port 24 positioned in a sidewall of slider valve nlember 20. Air outlet port 24 opens into and intercepts a vertical bore 25 extending throuuh a majority of the slider valve nlember's major axis. As sltown nlore particularly in the partial cross-sectional view of the slider valve nlember of Fioure 7(taken alom-, line A-A
of Figure 6). the point at whicll vertical bore 25 intercepts side port 24 defines a cavitv within the slider valve having the contour of=the interior surface of a partiai sphere having a radius R. such that the transition of the bore surface from vertical bore 25 to sidewall port 24 is carried out along tiie interior surface of such sphere.
It has been found that by providin~~ such a smooth bore stu=face following tllz contotn- of a sphere. tiie (Treatest potential for maintaining lanlinar tlow of tiie air trave.linu throuoh the valve structure is achieved, in turn improving the effectiveness of mimnu, the air with the fuel injected into tiie cvlinder and tllus tlle overall eft7ciencv ofi=the engine. To further enhance the flow of air throt.loil the valve and nlaintain its laminar nature, the radius R of the pol-tion of the sphere interconnectin~
vertical bore 23 and side port 24 is preferably the sanle as the radii of both vertic.-ll bore 23 and side port 24, thus eliminating any ridges or narrowing of the f1ow challnel which might inhibit flow or otherwise support the development of ttn=bulent regions within slider valve 20. The formation of sucll a continuous flow channel nlay be achieved using a ball mill to bore botll vet-tical bore 23 and side port 24.
leavinu a concave spherical surface at the points at which these two openings intercept one another.
As mentioned above, slider valve 20 is also equipped witll a shallow channel 22 positioned in its external sidewall. Channel 22 is configured with a dimension slightly larger than positioning pin 14 in valve seat housing 10, thus allowing positioning pin 14 to move freely up and down through channel 22 during operation of the valve wliile preventing rotation of slider valve 20. Thus. when the valve -/?
assembly is installed in the head of a cylinder, the air flow produced from the valve when it is in its open position is in a constant, fixed direction.
Referring now to the partial, cross-sectional view of Figure 8, when the valve is subjected to a differential presstire of I psi or greater so as to create a vacuum on the valve seat side of valve housin" 10 (such as dUn-ing the intakc stroke in an internal combustion en(iine), slider valve member 20 moves downward throuuh valve body 10 until annular ring 21 positioned at the top of slider valve ?U
abuts the top face of valve body 10. Rotation of slider valve 20 about its primary axis as it travels throu(,h valve body 10 is prevented by the interaction between guide pin 40 with channel 22 on the sidewall of slider valve 20. Whcn slider valve 20 has assuined a fullv open position (as shown in Figure 8). outlet port 24 is fullv exposed to the environment within the working chamber, in turn allowin" air to flow through slider valve 20 throuoh vertical bore 25 and out trom port 24 in a continuous. smooth, laminar strean,. A sprino 14 is provided within valve housiM-1 which acts against annular ring ? 1 to bias slider valve 20 towards its closed 20 position.
Finally. as shown in the top-down view of a working chamber of Figure 9. a plurality of valves as described above niay be positioned within the head of the cvlinder of an internal combustion engine to introduce a plurality of sniooth.
continuous. laminar streams of air into the head of the cylinder. Such a combination of flows which produces a swirling effect within the cylinder has been found to have a sionificant cooling effect on the cylinder, in turn reducing the wear on the cvlinder and piston experienced during engine operation. Likewise, the swirlini, effect produced through the introduction of air from multiple valves of the instant invention provides for more efficient mixing of the fueliair mixture prior to combustion than has been previously available through p--ior art devices. in turn providing increased overall engine efficiency and reduced fuel consumption.
As explained in greater detail above, it has been found that the foregoin~:
valve ensures ease of operation of the valve in response to a differential pressure of as little as I psi. thus greatly reducino the load exerted on the internal combustion engine of the instant invention during the intake or induction stroke of the induction cylinder. while ensurino a readily responsive transfer offresh air into the worlcin"
chamber. "I'he design of the valve of the instant invention provides for automatic.
pressure responsive actuation, stich that the need for mechanical. electrical, or electromechanical valve actuators is elinlinated. while maintainino a vastlv 1 i) siniplified construction over previously known valves. Such simplified construction in turn reduces the manufacturing costs of the valve unit.
It should he readily apparent to those of ordinarv skill in the art that the improved valvc of the instant invention may be applied to various t_ypes of internal conibustion en6nes. such as vehicle enoines. marine engines. and industriai engines. The improved valve of the instant invention may likewise be applied to internal combustion engines using spark ignition and/or incorporating fiiel injection systems. as well as diesel engines enlploying compression ignition.
FIGs. 10-1 3 diailranlaticallv depict another embodiment of the dual cylinder. tri-fi.inctional (three event). internal combustion engine that uses a separate induction cylinder as a source of air rather than the compressed air supply described above. Like reference numerals represent like parts.
The embodiment of FIGs. 10-13 comprises an engine block 10 havino a pair of preferably vertically oriented parallel cylinders. namely. an induction cvlinder (shown generally at 100). and a power cylinder (shown generally at 200). While I=igures 10 through 13 depict induction cylinder 100 ancl power cylinder 200 as vertically oriented parallel cylinders. it should again be noted that the cylinders may alternatelv be arranged at angles to one another, as in a tvpical V-arran(Yement for an internal combustion engine. Induction cvlinder 100 houses an induction piston_ 20 which is configured for reciprocal movement through induction cvlinder 100.
A
standard piston rod 21 attaches induction piston 20 to a crankshaft 40 as before.
Likewise, power cylinder 200 houses a power piston 30 which is configured for reciprocal nloveinent through power cylinder 200. One or more exhaust ports 12 are located near the lower portion of power cylinder 200. A standard piston rod 31 attaches power piston 30 to crankshaft 40. In the preferred embodiment of the _ / 4_ instant invention, crankshaft 40 is confi~ured suc11 that induction piston 20 is pliased to nlove 140 degrees in advance of power piston 30. However. such phase separation mav vary fi-om 90 to 180 degrees while maintaining the functionality of the instant invention. While the embodiment depictcd in Figures 10 through 13 discloses a phase difiierence of 140 deilrees. it is important to note that the precise phase difference is a function of the location of exhaust port 12 in powor cylinder 200. and the angular position of power piston 30 durinu its cycle. and more particularly its downward power stroke, when power piston 30 initiallv tulcovers exhaust port 12. The precise phase difference between induction piston 20 and power piston 30 is pref-crably 2 times the number of deurees between bottoizl dead centcr of power piston 30 (i.e.. 180 degrees) and the angular position of pox,,,er piston 30 dtu-ing its 360 degree cvcle at which it initially uncovers exhaust port 12.
It has been found that this precise arrangement ensures that induction piston reaclies its top dead center position. thus maximally compressing the charge of air in induction cylinder 100 and ensuring transfer of that entire charge to power cvlinder 200, just as power piston 30 closes exhaust port 12. This arrangement in turn assures that the maximum amount of fresh air is made available for co>>>bustion within power evlinder 200. thus increasing the efficiency of the engine of the instant invention over prior art designs which require recombustion of leftover con;bustion products in the power cylinder. or which utilize contaminated exhaust gasses fi=oni the enoine crank case as a part of the conibustion product.
An air inlet port (shown generally at 11) is provided at one end of engine block 10 and is in fluid communication with induction cylinder 100. A fresh ai--plenum chamber (not shown) directs fi=esh atniospheric air. uncontarninated from combustion byproducts of the engine cycles. to air inlet port 11. Housed within air inlet port l 1 is a one way pressure responsive valve 50 (described in greater detail below) which allows fresh air to travel from the plenum chamber into induction cvlinder 100 when the pressure in induction cylinder 100 falls below the presstu=e on the inlet side of valve 50.
In order to regulate tlie amount of air that is ultimately directed to the power cylinder, induction cylinder 100 mav optionally be providecl with a mechanically-actuated or electromechanicallv-actuated relief valve located near the top of induction cylinder 100. The relief valve allows air that is unwanted and unnecessa--y for the combustion event to occur to escape from induction cvlinder l 00 prior to its transfer of air to power cvlinder 200. Such air is thus ejected froin induction cylinder 100 untainted by fuel and exhaust, and thus creates no hazardous environmental effects. As a furthe-- forni of economy. such dispelled air mav hc.
stoi-ed under pressui-e in a compressed air vessel and mav thei-eafter he used to operate many pneuniatic ancillary svstems of numerous types in vehicles. water crait and aircraft.
A transfer poi-t connecting the hot and cold cylinders near theii- "heads"
(shotivn generally at 13) is positioned between induction cylinder 100 and power cvlinder 200 to allow fluid comniunication between each cylinder. Housed within transfer port lI is a one way pressure responsive transfei- valve 60 (described in greater detail previously) whicli allows a charge of crnmpressed fresl: aii-to travel fi=oni induction cylinder 100 to power cvlinder 200 when the pressure in power cylinder 200 falls below the pressin-e in induction cylinder 100.
One or more exhaust ports 12 arc positioned witliin a side wall of powei-cvlinder 200 located near the bottom of the power piston's travel. After power piston 30 passes exhaust port 12 durin`~ its down stroke. exhaust gasses flow out of`
power cylinder 200 through exhaust port 12. thus decreasing the pressure in power cylinder 200 and allowing transfer valve 60 to open, in turn allowing a charge of coinpressed. fi=esli air to flow from induction cvlinder 100 into power cylinder 200.
Wllile exhaust port 12 remains open, the inflow of fresh aii- through transfer valve 60 e.nsures that any remaining combustion products are displaced out of power cvlinder 200. As power piston 30 moves upward. it closes exhaust port 12. thus trapping the remaining charge of fresh air for use in the next combustion event.
A fuel injection port 70 is provided at the top of power cylinder 200. As described previously, the configuration of the instant invention is ir.tended for use as a high compression engine which causes the combustion event to occur in power -1(-~ cyli-ider 200 as a result of the heat generated diu-ing the compression of the air/fuel mixture. Alternately, aglrnv plug or spark plug (not shown) may optionally he provided at the top of power cvlindet= 200 adjacent fuel injection port 70 to iiu=thet-proniote the combustion event.
In the dual-cvlinder embodiment. the method of tri-functional ventilation.
1 t) compression, and powe-- of the instant invention is ca--ried out in only two strokes as follows. Referring tirst to Figtre 1 3, in which induction piston 20 is at its top (iead center (TDC) position. the next i ovement oi'induction piston 20 will be downward throu,-),h induction cylinde-- 100. At this instance, as shown in the grapli of Fi()ure 13. the power piston 30 position is sliown at approximately 220 . o-- 140 ti=o-n its 15 TDC position as it is travelin(I upward. It is also iniportant to note that at this instance, power piston 30 lias just closed exhaust port 12 such that all fresh air remainin~~ xvithin powe-- c_vlinder 200 will be comp--essed as power piston 30 continues its upward stroke.
In the c.vlinders illustrated on the left. the power piston 30 is now at TDC:
fuel iias 20 been. o-- is now injected. If diesel or compression ignition is used, the fuel will ncnv be wnited bv the heat of the compressed air, or if a spark is required. it will be made to occur (spark plug not shown). The resulting combustion will cause a rapid increase in pressLn=e within the cylinder.
The aforesaid --apid increase in pressuu-e, as a result of combustion. torces the 25 power piston 30 down, imparting power to the crank shatt and fly wlieel.
The Power stroke ends as the piston uncovers the exhaust ports 12, and the pressuriz,ed combustion products leave. beginninoT the Ventilation Process.
As induction piston 20 begins to travel downward through induction cylinder 100, pressure responsive valve 50 opens as a result of the slight 30 unde-~.~resstn=e condition created within induction cylinder 100 as induction piston 20 begins its downward stroke. The structure of valve 50 is preferably identical to valve 60. and this enables it to open witli only a very slight underpressure condition within induction cylinder 100, such that the task traditionally placed on an internai conibustion engine as a result of the vacuum draw established during an intake stroke is vastlv reduced. Moi-e particularly. assumin" that average atmospheric air pressure at sea level is approximately 14.7 PSI. the transfer valve 50 of the instant invention is desiined such that with the transfer valve closed. less than a onc pound differential pt-essure will be sufficient to open the valve. Such sensitivitv in transfer valve 50 will ensure closLu=e of the valve as air is trapped and begins to be compi-essed within poNver cylinder 200. As pressure i-esponsive valve 50 opens.
fresh aii- is I introduced into induction chamber 100 above induction piston through air inlet 1 1. As shown in Figure 10, as induction piston 20 proceeds throuoh its downstroke within induction cylinder 100. valve 50 remains open to allow a maximum ehai-ge of fresh ail- to be inducted into cylinder 100. W11en induction piston 20 has traveled through approximately 140 (and is thus approximately 40 from bottom dead center (BDC) position), power piston '10 has reached its TDC position. fully compressing the fuel and air mixture and initiatint) the combustion event within power cylinder 200.
The combustion event within power cylinder 200 creates an increasing pressure at the top of power piston 30 which in turn drives power piston 1(1 downward as the combustion gasses expand. As shown in Figw=e 11. as powei-piston 30 continues through its downward stroke. induction piston 20 passes its BDC position and begins its up stroke. Once induction piston 20 begins its up stroke., pressure responsive valve 50 automatically closes to allow the charge of' fresh air that lias been admitted to induction cylinder 100 to be compressed.
Induction piston 20 then continues to compi-ess the chai-ge of fresh air contained within induction cylinder 100 until power piston 30 again reaches the top of exhaust port 12. at which time the exhaust event commences. allowing a drastic and near immediate reduction of pressure in power cylinder 200 wlien induction piston 20 is 80 degrees prior to 'TDC.
Immediately following the piston arrangenient depicted in Figure 11. the top edge of power piston 30 falls below the upper extent of exhaust port 12, thus starting to allow the exhaust gasses to be expelled from power cvlinder 200.
The sudden release of pressure within power cylinder 200 once exhaust port 12 lias been - / 5'-~ exposed in turn causes pressure responsive transfer valve 60 to open. as shown more particularly in FIG. 12. As power piston 30 travels from approximately 40 prior to its BDC position (shown in Figure 1 l) to its BDC position, transfei-valvc 50 remains open as induction piston 20 continues its upward stroke. During the time that the power piston 30 exposes exhaust port 12. power piston 30 v,ill travel through the remaincler of its downstroke approximately 1 1.8% of its total travel distance, and back up during its up stroke approximately anothei- 11.8% of its total travel distance to again close exhaust poi-t 12, at a comparatively slower rate of speed than the rise of induction piston 20 during its up stroke. which in turn rises approximatelv 40.5% of its total travel distance to i-each its TDC position.
thus further compressing the air remaining withing induction cylinder 100 and simultaneously dii-ecting it into power cvlinder 200. The continuous inflow of fresh air from induction cylinder 100 to power cylinder 200 while exhaust port 12 remains open also ensures that all remaining combustion products within power cylinder 200 are washed out of power cylinder 200 until exhaust valve 12 again becomes sealed.
Referring once again to Figw-e 13. as induction piston 20 reaches its TDC
position, power cylinder 30 reaches a position 40 past its BDC position, at which it once again closes off exhaust valve 12. Once exhaust valve 12 is closed. the cooler air which has just passed from induction cylinder 100 throuph transfer valve 60 ir,to power cylinder 200 will have been absorbing heat from all the surfaces of power cylinder 200 and the crown of power piston 30. causing it to increase in pressure, thereby forcing closed transfer valve 60. The power piston 30 continues its up stroke to compress the remaining fresh air charge within power cvlinder 200, while induction piston 20 starts its induction stroke. This arrangement creates a high pressure condition within power cylinder 200 which in turn causes pressure responsive transfer valve 60 to automatically close.
As mentioned brier`ly above, vaives 50 and 60 are both configured as pressure responsive valves which open automatically in response to a differential pressure of approximatelv I psi. In order to provide such a readily responsive valve, and as shown and described previously with regard to Figs. 5-8. both valve 50 and valve 60 comprise a valve seat housing 10 and a slider valve nlembei-confiaured to reciprocate through the hollow interior of valve seat housing 10.
automatically opening and closing in response to differential pressui-es on either side of the valve of as little as l psi.
The power cylinder 200 of the instant invention and the induction cN l inder 100 (assurnin, an induction eylinder as set forth in the first above-described embodiment is utilized) are each preierably lined with an inner cylinder composed of a hat-d and heat resistant substance such as polished cast iron. althou~~h any similar hard and heat resistant substance would likewise suffice. Tlie inner cvlinde, is prefei-ably pi-essed into steel block 10. Alternately, the inner cvlinder 10 mav he set into block 10 during the molding process, as the block may alternately be formed fi-om a pourable niaterial, sucli as concrete, ceramic slip. or epoxy.
The inner cylinder is provided with a plurality of small and very numerous perforations clustered together above tiie BDC position of the power piston. This configuration of perforations allows a generous sectional area for exhaust vvhile protectin~~ the piston rings of power piston 30. and maintaining a continuously smooth surface against w1iich the piston rings (or a ringless piston) can slide. Outside of the inner cvlinder. block 10 is provided with a first exiiaust plenum inimediatelv ad_jacent tlle cylinder liner. A coiltrollable obstruction, such as an off-center cam or simiiarly configured device, may optionally be provided in order to regulate the flow of exhaust gasses.
Having now fully set forth the preferred enibodiments and certain modifications of the concept underlying, the present invention. various other embodiments as well as certain variations and niodifications of the embodiments hei-ein shown and described will obviously occur to those skilled in the art upon becominu familiar with said underlying concept. For example. multiple devices as described above may be utilized to supply fi=esh air, and multiple fresh air inlet valves and transfer valves may be provided in order to increase the airflow into each respective cylinder. It should be understood, therefore. that the invention may be -)0 practiced otlierwise than as specifically set forth herein.
Industrial Applicability In conventional two-stroke engines. the period of the cvcle during which the piston travels trom its bottom dead center position to the top of the exhaust port results in a significant loss of fi=esh air and fuel which could be used as part of tlie.
combustion product. In addition. the crankcase provides a volunie of space in whicii much of the carburetion takes place. This configuration prevents the use of a volw e of oil splashing around in the crankcase as is normallv the case with a traditional four sti-oke enaine. Thus. in a two stroke engine, oil must be mixcd Nvith the fuel prior to its introduction into the cvlinder. creatin2l either an additional burden on the user wlio must mix the fuel and oil prior to use. or requiring.:
more complex fuel and oil delivery systems. wliile producing an environmentally unfriendly exhaust product which includes burnt oil as a combustion byproduct.
Thei-e would be a significant industrial demand for an improved internal ?0 combustion engine which enables the air being inducted into a combustion chamber to participate in cooling the entire cylinder. which increases the efficiency of pi-eviously known two cvcle engines without requiring the complexitv and additional weiLht associated with four cvcle enoines, and which prevents the neeci to use a fuel/oil mixture in a two cycle engine configuration.
Claims (10)
1. In an internal combustion engine having at least one working cylinder, said cylinder further comprising a cylinder head, an automatic, pressure responsive air intake valve comprising: a valve seat housing, said valve seat housing further comprising:
a first bore extending through said valve seat housing from a top face of said valve seat housing to a bottom face of said valve seat housing, said first bore defining a flared valve seat adjacent said bottom face; and a slider valve member configured for reciprocating movement through said bore, said slider valve member further comprising: an elongate member having an outwardly flared bottom, said outwardly flared bottom configured to mate with said valve seat to close said valve; guide means for guiding said slider valve through said valve seat housing; a side port extending into a side wall of said elongate member; and a second bore extending through said slider valve member from a top face of said slider valve member to said side port.
a first bore extending through said valve seat housing from a top face of said valve seat housing to a bottom face of said valve seat housing, said first bore defining a flared valve seat adjacent said bottom face; and a slider valve member configured for reciprocating movement through said bore, said slider valve member further comprising: an elongate member having an outwardly flared bottom, said outwardly flared bottom configured to mate with said valve seat to close said valve; guide means for guiding said slider valve through said valve seat housing; a side port extending into a side wall of said elongate member; and a second bore extending through said slider valve member from a top face of said slider valve member to said side port.
2. The automatic, pressure responsive air intake valve of Claim 1, said valve seat housing further comprising: means for attaching said valve seat housing to an opening in said cylinder head.
3. The automatic, pressure responsive air intake valve of Claim 2, said means for attaching said valve seat housing further comprising screw threads circumscribing at least a portion of an exterior surface of said valve seat housing.
4. The automatic, pressure responsive air intake valve of Claim 3, said valve seat housing further comprising: a pin extending radially inward into said first bore in said valve seat housing, said pin engaging said guide means on said slider valve so as to prohibit rotation of said slider valve.
5. The automatic, pressure responsive air intake valve of Claim 4, said guide means further comprising a slot extending into said elongate member of said slider valve.
6. The automatic, pressure responsive air intake valve of Claim 4, said second bore in said slider valve member further comprising: a cavity within said slider valve member, said cavity being defined by a sidewall of said second bore and having a contour of a portion of an interior of a sphere; a first bore section extending generally parallel to a major axis of said slider valve member from said top face of said slider valve member to said cavity; and said side port extending at an angle to said major axis of said slider valve member and terminating at said cavity; whereby air flowing through said second bore is directed along said major axis, through a turn along the spherical contour of said cavity, and out from said side port while maintaining laminar flow.
7. The automatic, pressure responsive air intake valve of Claim 6, wherein said port extends generally perpendicular to said major axis of said slider valve member.
8. The automatic, pressure responsive air intake valve of Claim 1, further comprising: a plurality of said air intake valves positioned within said cylinder head.
9. The automatic, pressure responsive air intake valve of Claim 8, each of said valves being positioned so as to direct a flow of air through said valve and in a tangential direction to a radius of said working cylinder, whereby the plurality of air flows from said plurality of valves produce a uniform, swirling airflow within said working cylinder.
10. The automatic, pressure responsive air intake valve of Claim 1, said valve seat housing being formed integrally within said cylinder head.
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US16425299P | 1999-11-08 | 1999-11-08 | |
| US60/164,252 | 1999-11-08 | ||
| US09/454,773 | 1999-12-03 | ||
| US09/454,773 US6257180B1 (en) | 1999-11-08 | 1999-12-03 | Forced coaxially ventilated two stroke power plant |
| US09/561,494 US6349691B1 (en) | 2000-04-28 | 2000-04-28 | Automatic, pressure responsive air intake valve for internal combustion engine |
| US09/561,494 | 2000-04-28 | ||
| PCT/US2000/030978 WO2001034954A1 (en) | 1999-11-08 | 2000-11-08 | Forced coaxially ventilated two stroke power plant |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2390380A1 CA2390380A1 (en) | 2001-05-17 |
| CA2390380C true CA2390380C (en) | 2009-01-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002390380A Expired - Fee Related CA2390380C (en) | 1999-11-08 | 2000-11-08 | Forced coaxially ventilated two stroke power plant |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP1228297B1 (en) |
| JP (1) | JP2003514185A (en) |
| KR (1) | KR100746759B1 (en) |
| CN (1) | CN1255622C (en) |
| AT (1) | ATE304654T1 (en) |
| AU (1) | AU765100B2 (en) |
| CA (1) | CA2390380C (en) |
| DE (1) | DE60022668T2 (en) |
| ES (1) | ES2249306T3 (en) |
| WO (1) | WO2001034954A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU2004209419B2 (en) * | 2003-01-31 | 2010-11-25 | Lim Technology Llc | Pneumatically actuated valve for internal combustion engines |
| CN1902388B (en) | 2003-11-26 | 2011-03-30 | 格雷登·奥伯瑞·谢佛德 | Reciprocating engine |
| JP2009500563A (en) * | 2005-07-15 | 2009-01-08 | オールマン，ハンス−アーミン | 2-stroke internal combustion engine with improved scavenging |
| US7143725B1 (en) * | 2005-11-22 | 2006-12-05 | Lung Tan Hu | Dual six-stroke self-cooling internal combustion engine |
| JP5066723B2 (en) * | 2007-01-10 | 2012-11-07 | 元伸 熊谷 | 2-stroke insulated composite engine |
| WO2008118848A1 (en) * | 2007-03-23 | 2008-10-02 | Trustees Of Tufts College | N-substituted peptidomimetic inhibitors of dipeptidylpeptidase iv |
| DE102009010766A1 (en) | 2009-02-26 | 2010-12-16 | Hyon Engineering Gmbh | Environmentally-friendly, highly-supercharged two-stroke engine, includes slotted cylinder head covered internally with membrane to form air inlet valve |
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-
2000
- 2000-11-08 AT AT00978517T patent/ATE304654T1/en not_active IP Right Cessation
- 2000-11-08 WO PCT/US2000/030978 patent/WO2001034954A1/en active IP Right Grant
- 2000-11-08 DE DE60022668T patent/DE60022668T2/en not_active Expired - Fee Related
- 2000-11-08 JP JP2001536862A patent/JP2003514185A/en active Pending
- 2000-11-08 ES ES00978517T patent/ES2249306T3/en not_active Expired - Lifetime
- 2000-11-08 CA CA002390380A patent/CA2390380C/en not_active Expired - Fee Related
- 2000-11-08 EP EP00978517A patent/EP1228297B1/en not_active Expired - Lifetime
- 2000-11-08 AU AU15973/01A patent/AU765100B2/en not_active Ceased
- 2000-11-08 CN CNB008153280A patent/CN1255622C/en not_active Expired - Fee Related
- 2000-11-08 KR KR1020027005942A patent/KR100746759B1/en not_active IP Right Cessation
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|---|---|
| CA2390380A1 (en) | 2001-05-17 |
| AU1597301A (en) | 2001-06-06 |
| EP1228297A1 (en) | 2002-08-07 |
| JP2003514185A (en) | 2003-04-15 |
| CN1255622C (en) | 2006-05-10 |
| DE60022668D1 (en) | 2005-10-20 |
| AU765100B2 (en) | 2003-09-11 |
| KR20020069354A (en) | 2002-08-30 |
| ES2249306T3 (en) | 2006-04-01 |
| WO2001034954A1 (en) | 2001-05-17 |
| ATE304654T1 (en) | 2005-09-15 |
| DE60022668T2 (en) | 2006-06-22 |
| EP1228297B1 (en) | 2005-09-14 |
| CN1387605A (en) | 2002-12-25 |
| EP1228297A4 (en) | 2004-07-14 |
| KR100746759B1 (en) | 2007-08-06 |
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