Classifications

• • 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
• • 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
• • 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

Definitions

• the invention relates to internal combustion engines and. more particularly, to an internal combustion engine having a superior "tri-functional " cycle comprised of three events, namely, ventilation, compression, and power, accomplished in two strokes with greater efficiency than has heretofore been made available through the prior art.
• the Olio Cycle defines four basic events that occur within the engine during the cycle, namely, intake (or induction), compression, power (or ignition), and exhausl.
• a four stroke engine approximately one stroke ( 1 80 degrees of the 720 degree cycle) is devoted to each event. While modern high speed four stroke engines have attempted lo incorporate near simultaneous intake and exhaust, these events still require two separate strokes in a four stroke engine. In such an arrangement, all of the airflow occurs at the top of the cylinder, which tends 10 help lo cool the cylinder head, but which fails to cool the cylinder body. Further, in such a configuration, the power stroke can comprise at best no more than 22% of the cycle, thus limiting the overall power output potential of the engine. In a two stroke engine, power, exhaust, and intake all occur on the down stroke, followed by additional exhaust and compression on the up stroke. The familiar two stroke internal combustion engine defines four distinct events within the combustion cylinder during its cycle.
• crankcase in a two stroke engine provides a volume of space in which much of the carburation takes 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.
• oil must be mixed with the fuel prior to its introduction into the cylinder, creating either an additional burden on the user who must mix the fuel and oil prior to use. or requiring more complex fuel and oil delivery systems, while producing an environmentally unfriendly exhaust product which includes burnt oil as a combustion byproduct.
• an internal combustion engine having two parallel cylinders, namely, an induction cylinder and a power cylinder, whereby the power. ventilation (comprising simultaneous intake and exhaust), and compression events within the power cylinder completely define the cycle of the engine, 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 efficiency are improved over prior art internal combustion engines.
• an intake port is provided at the top of the cylinder, which port in turn is equipped with a one way. pressure responsive transfer valve for allowing air to fiow into the combustion cylinder when pressure therein falls below the pressure in the induction cylinder.
• the cycle of the engine of the instant invention is established as follows: Ignition of the fuel air mixture at the head of the power cylinder initiates the power or down stroke of the power piston. Thereafter, exhaust and intake occur nearh simultaneously from somewhat before the bottom dead center position of the power piston until somewhat after the bottom dead center position of the power piston. Finally, the trapped air within the power cylinder is compressed during the remainder of " the power piston's up stroke through the remainder of the cycle.
• the configuration of the instant invention unlike a traditional four stroke engine in which exhaust and intake occur in two separate strokes, no entire stroke is devoted to either of these events, or to both combined.
• the placement of the exhaust port in the combustion cylinder and the phase difference between the induction piston and the power piston of the instant invention enables the power stroke to be never less than 25 percent, and up to as much of 40 percent, of the entire cycle. Still further, because carburelion is not required for the instant invention, and thus because the crankcase is not involved in the process of inducting air and fuel into the combustion chamber, oil may be circulated in the crankcase as in a traditional four stroke engine, such that mixing of oil with the fuel becomes unnecessary and a cleaner exhaust product is produced over what has been previously attained with traditional two cycle engines.
• the induction cylinder is replaced with an air tank storing compressed air which may be fed directly into the intake port of the combustion cylinder.
• the air lank receives compressed air continuously while the engine is operated, from either a turbine driven or crank shaft driven compressor.
• both of the above-mentioned 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 prov ided, and this comprises two primary components, namely , a fixed vah e seai 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 vah e.
• the sliding member has a hollow chamber running along its interior parallel to ils primary axis, and has an opening in a sidewall at the base of the slider member adjacent the vak e 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 lo turn the stream of air traveling through the valve from a direction parallel to the primary axis of the vah e 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.
• 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 ide for increased overall engine efficiency and reduced fuel consumption.
• FIG. 1 is a perspective view of a tri-functional (three event), internal combustion engine according to one embodiment of the present invention in its fully ventilated state.
• FIG. 2 is a perspective view of the tri-functional internal combustion engine of FIG. 1 during compression.
• FIG. 3 is a perspective vie of the tri-functional internal combustion engine of HGs. 1 -2 during ignition/combustion.
• FIG. 4 is a perspective vie of the tri-functional internal combustion engine of FIGs. 1 -3 during the power stroke.
• FIG. 5 is a front view of the assembled valve of the instant invention in a closed position.
• FIG. 6 is a front view of the slider valve member.
• FIG. 7 is a partial cross-sectional view of the slider valve member taken along 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 with a plurality of valves as described above positioned within the head of the cylinder introduce a plurality of smooth, continuous, laminar streams of air into the head of the cylinder.
• FIG. 10 is a perspective view of a dual-cylinder tri-functional internal combustion engine according to an alternate embodiment of the present invention. wherein the power piston is at a top dead center position.
• FIG. 1 1 is a sectional view of the internal combustion engine of Fig. 10. wherein the power piston is traveling through its down stroke.
• FIG. 12 is a sectional view of the internal combustion engine of Figs. 10-1 1. wherein the power piston is at a bottom dead center position.
• FIG. 13 is a sectional view of the internal combustion engine of Figs. 10-12. wherein the power piston is traveling through its up stroke.
• FIGS. 1 through 4 diagramatically depict a tri-functional (three event). internal combustion engine according to one embodiment of the present invention.
• the internal combustion engine of the instant invention comprises an engine block 10 having a preferably vertically oriented power cy linder (shown generally at 200). While Figures 1 through 4 depict power cy linder 200 as a vertically oriented cylinder, it should be noted that the cylinder may alternately be arranged at an angle.
• Power cylinder 200 houses a power piston 30 which is configured for reciprocal movement through power cylinder 200.
• a standard piston rod 1 attaches power piston 30 to crankshaft 40.
• a compressed air inlet port 13 enters the "head" of power cylinder 200. and housed within inlet port 13 is a one way pressure responsive transfer ⁇ alve 60 (described in greater detail below ) which allows a charge of compressed fresh air to travel from compressed air inlet port 13 to power cylinder 200 when the pressure in power cylinder 200 falls and causes a pressure differential across pressure responsive transfer valve 60
• One or more exhaust ports 12 are positioned within a side wall of power cy linder 200 located near the bottom of the power piston's travel.
• a fuel injection port 70 is provided at the top of power cylinder 200 Likewise, while the configuration of the instant invention is intended for use as a high compression engine which causes the combustion event to occur in powei cylindei" 200 as a result of the heat generated during the compression of the air/fuel mixture, a glow plug or spark plug (not shown) may optionally be provided at the top of power cylinder 200 adjacent fuel injection port 70 lo further promote the combustion event.
• FIG. 1 illustrates the fully ventilated bottom dead center (BDC) position, wherein the exhaust port(s) 12 are fully unobstructed allowing ventilation of the entire cylinder, after power piston 30 passes exhaust port 12 during 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 compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inflow of fresh air through transfer valve 60 ensures that any remaining combustion products are displaced out of power cylinder 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 arc closed.
• FIG. 3 illustrates the ignition/combustion event wherein the piston 30 is now- at at TDC. Fuel has been, or is now injected in through injector 70. If die el or compression ignition is used, the fuel will now be ignited by the heat of the compressed air. Alternately, if a spark is required, ignition will be made to occur by a spark plug or glow plug (not shown) in a known manner.
• the combustion event within power cylinder 200 creates an increasing pressure at the top of power piston 30 which in turn drives power piston 30 downward as the combustion gasses expand.
• FIG. 4 illustrates the power stroke wherein the aforesaid rapid increase in pressure, as a result of combustion, forces the piston 30 down, imparting power to the crank shaft 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 gasses to be expelled from power cylinder 200.
• the power stroke ends as the piston 30 uncovers -V-
• a source of compressed air may be coupled to compressed air inlet port 13. and this may be a storage vessel storing compressed air.
• the storage vessel is connected by a transfer chamber to the air inlet of power cylinder 200 which houses transfer valve 60.
• transfer v alve 60 will open to allow fresh air into the combustion cylinder.
• Such source of air is cooled separately from the power cylinder 30, such that a denser and more oxygen rich mixture is present in the combustion chamber at the onset of the ignition event than has previously been available in prior art engines.
• valve 60 is configured as a pressure responsive valve which opens automatically in response to a differential pressure of approximately 1 psi. In order to provide such a readily responsive valve, and as shown more particularly in Figures 5-8.
• valve 60 comprise a valve seat housing 10 and a slider valv e member 20 configured to reciprocate through the hollow interior of valve seat housing 10, automatically opening and closing in response to differential pressures on either side of the valve of as little as 1 psi.
• Valve seat housing 10 comprises a generally cylindrical body preferably formed of a hard metal having a bore extending there through.
• the bore in valve seat housing 10 is configured as an elongate, cylindrical bore 1 1 extending from the top face of housing 10 to slightly above the bottom face of housing 10. and a flared valve seat 12 interposed between cylindrical bore 1 1 and the bottom face of housing 10.
• flared valve seat 12 is configured to mate with the bottom flared portion 23 of slider valve member 20 when the valve is closed.
• positioning pin 14 Extending radially 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 member 20 to prevent the rotation of slider valve 20 about its primary axis, thus maintaining the air flow from the valve in the desired direction during operation.
• Valve seat housing 10 is preferable provided along at least a portion of its external cylindrical wall with a series of threads 13 configured to mount valve seat housing 10 in a cooperating screw-threaded opening provided in the head of a cylinder in an internal combustion engine.
• slider valve 20 comprises a generally elongate shaft: preferably formed of steel or ceramic, or a similarly configured hard and temperature resistant material, having a flared face 23 at its bottom portion.
• Flared face 23 is contoured to mate with flared valve seat 12 on valve housing 10, such that when the valve assembly is in its fully closed position (as shown in Figure 5). the bottom-most portion of slider valve 20 lies flush with the bottom face of valve housing 10. Slider valve 20 is provided at its upper portion -//-
• Annular ring 21 serves as a stop to limit the downward travel of slider valve member 20 as it reciprocates through valve housing 10 to open and close the valve assembly.
• Slider valve 20 is likewise provided near its bottom portion with a circular air outlet port 24 positioned in a sidewall of slider valve member 20.
• Air outlet port 24 opens into and intercepts a vertical bore 25 extending through a majority of the slider valve member's major axis.
• the point at which vertical bore 25 intercepts side port 24 defines a cavity within the slider valve having the contour of the interior surface of a partial 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 the interior surface of such sphere.
• the radius R of the portion of the sphere interconnecting vertical bore 23 and side port 24 is preferably the same as the radii of both v ertical bore 23 and side port 24. thus eliminating any ridges or narrowing of the flow channel which might inhibit flow or otherwise support the development of turbulent regions within slider valve 20.
• slider valve 20 is also equipped with a shallow channel
• 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 while preventing rotation of slider valve 20.
• outlet port 24 is fully exposed to the environment within the working chamber, in turn allowing air to flow through slider valve 20 through vertical bore 25 and out from port 24 in a continuous, smooth, laminar stream.
• a spring 14 is provided within valve housing 20 which acts against annular ring 1 to bias slider valve 20 towards its closed position.
• a plurality of valves as described above may be positioned within the head of the cylinder of an internal combustion engine to introduce a plurality of smooth, 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 significant cooling effect on the cylinder, in turn reducing the wear on the cylinder and piston experienced during engine operation.
• the swirling effect produced through the introduction of air from multiple valves of the instant invention provides for more efficient mixing of the fuel/air mixture prior to combustion than has been previously available through prior art devices, in turn providing increased overall engine efficiency and reduced fuel consumption.
• valve ensures ease of operation of the valve in response to a differential pressure of as little as 1 psi. thus greatly reducing the load exerted on the internal combustion engine of the instant invention during the intake or induction stroke of the induction cylinder, while ensuring a readily responsive transfer of fresh air into the working chamber.
• the design of the valve of the instant invention provides for automatic, pressure responsive actuation, such that the need for mechanical, electrical, or electromechanical valve actuators is eliminated, while maintaining a vastly simplified construction ov er previously known valves. Such simplified construction in turn reduces the manufacturing costs of the valve unit.
• the improved valv e of the instant invention may be applied to various types of internal combustion engines, such as vehicle engines, marine engines, and industrial engines.
• the improved valve of the instant invention may likewise be applied to internal combustion engines using spark ignition and/or incorporating fuel injection systems, as well as diesel engines employing compression ignition.
• FIGs. 10-1 diagramatically depict another embodiment of the dual cylinder, tri-functional (three event), internal combustion engine that uses a separate induction cylinder as a source of air rather than the compressed air supply described abo e.
• I ike reference numerals represent like parts.
• FIGs. 10-13 comprises an engine block 10 having a pair of preferably vertically oriented parallel cylinders, namely, an induction cy linder (shown generally at 100). and a power cylinder (shown generally at 200). While Figures 10 through 13 depict induction c linder 100 and power cylinder 200 as vertically oriented parallel cylinders, it should again be noted that the cylinders may alternately be arranged at angles to one another, as in a typical V-arrangement for an internal combustion engine.
• Induction cylinder 100 houses an induction piston 20 which is configured for reciprocal movement through induction cylinder 100.
• a standard piston rod 21 attaches induction piston 20 to a crankshaft 40 as before.
• power cylinder 200 houses a power piston 30 which is configured for reciprocal movement 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.
• crankshaft 40 is configured such that induction piston 20 is phased to move 140 degrees in advance of power piston 30. Howe er, such phase separation may vary from 90 to 180 degrees while maintaining the functionality of the instant invention. While the embodiment depicted in Figures 10 through 13 discloses a phase difference of 140 degrees, it is important to note that the precise phase difference is a function of the location of exhaust port 12 in power cy linder
• induction piston 20 and power piston 30 are preferably 2 times the number of degrees between bottom deac! center of power piston 30 (i.e.. 180 degrees) and the angular position of power piston 30 during its 360 degree cycle at which it initially uncovers exhaust port 12. It has been found that this precise arrangement ensures that induction piston 20 reaches 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 cylinder 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 combustion within power cylinder 200. thus increasing the efficiency of the engine of the instant invention over prior art designs which require recombustion of lefto er combustion products in the power cylinder, or which utilize contaminated exhaust gasses from the engine crank case as a part of the combustion product.
• An air inlet port (shown generally at 1 1 ) is provided at one end of engine block 10 and is in fluid communication with induction cylinder 100.
• a fresh air plenum chamber (not shown) directs fresh atmospheric air. uncontaminated from combustion byproducts of the engine cycles, to air inlet port 1 1.
• Housed within air inlet port 1 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 cylinder 100 when the pressure in induction cylinder 100 falls below the pressure on the inlet side of valve 50.
• induction cylinder 100 may optionally be provided with a mechanically-actuated or electromechanical ly-actuated relief valve located near the top of induction cylinder 100.
• the relief valve allows air that is unwanted and unnecessary for the combustion event to occur to escape from induction cylinder 100 prior to its transfer of air to power cylinder 200.
• Such air is thus ejected from induction cylinder 100 untainted by fuel and exhaust, and thus creates no hazardous environmental effects.
• dispelled air may be stored under pressure in a compressed air vessel and may thereafter be used to operate many pneumatic ancillary systems of numerous types in vehicles, water craft and aircraft.
• transfer port 13 is positioned between induction cylinder 100 and power cylinder 200 to allow fluid communication between each cylinder.
• transfer port 13 Housed within transfer port 13 is a one way pressure responsive transfer valve 60 (described in greater detail previously) which allows a charge of compressed fresh air to travel from induction cylinder 100 to power cylinder 200 when the pressure in power cylinder 200 falls below the pressure in induction cylinder 100.
• One or more exhaust ports 12 are positioned within a side wall of power cylinder 200 located near the bottom of the power piston's travel. After power piston 30 passes exhaust port 12 during 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 compressed, fresh air to flow from induction cylinder 100 into power cylinder 200. While exhaust port 12 remains open, the inflow of fresh air through transfei val e 60 ensures that any remaining combustion products are displaced out of power cylinder 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.
• the configuration of the instant invention is intended for use as a high compression engine which causes the combustion event to occur in power cylinder 200 as a result of the heat generated during the compression of the air/fuel mixture.
• a glow plug or spark plug may optionally be provided at the top of power cylinder 200 adjacent fuel injection port 70 to further promote the combustion event.
• the method of tri-functional ventilation. compression, and power of the instant invention is carried out in only two strokes as follows. Referring first to Figure 13. in which induction piston 20 is at its top dead center (TDC) position, the next movement of induction piston 20 will be downward through induction cylinder 100. At this instance, as shown in the graph of Figure 13. the power piston 30 position is shown at approximately 220°. or 140° from its TDC position as it is traveling upward. It is also important to note that al this instance, power piston 30 has just closed exhaust port 12 such thai all fresh air remaining within power cylinder 200 will be compressed as power piston 30 continues its upward stroke. In the cylinders illustrated on the left, the power piston 30 is now at TDC: fuel has been, or is now injected. If diesel or compression ignition is used, the fuel ill now be ignited by 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 pressure within the cylinder.
• TDC top dead center
• valve 50 opens as a result of the slight underpressure 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 with only a very slight underpressure condition within induction cylinder 100, such that the task traditionally placed on an internal combustion engine as a result of the vacuum draw established during an intake stroke is vastly reduced. More particularly, assuming that average atmospheric air pressure at sea level is approximately 14.7 PSI. the transfer valve 50 of the instant invention is designed such that with the transfer valve closed, less than a one pound differential pressure will be sufficient to open the valve.
• Such sensitivity in transfer valve 50 will ensure closure of the valve as air is trapped and begins to be compressed within power cylinder 200.
• pressure responsive valve 50 opens, fresh air is 1 introduced into induction chamber 100 above induction piston 20 through air inlet 1 1 .
• valve 50 remains open to allow a maximum charge of fresh air to be inducted into cylinder 1 0.
• induction piston 20 has traveled through approximately 140° (and is thus approximately 40° from bottom dead center (BDC) position)
• BDC bottom dead center
• Induction piston 20 then continues to compress the charge 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 when induction piston 20 is 80 degrees prior to TDC.
• power piston 30 w ill travel through the remainder of its downstroke approximately 1 1 .8% of its total travel distance, and back up during its up stroke approximately another 1 1 .8% of its total travel distance to again close exhaust port 12, at a comparati ely slower rate of speed than the rise of induction piston 20 during its up stroke, which in turn rises approximately 40.5% of its total travel distance to reach its TDC position, thus further compressing the air remaining withing induction cylinder 100 and simultaneously directing it into power cylinder 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.
• 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.
• exhaust valve 12 Once exhaust valve 12 is closed, the cooler air which has just passed from induction cylinder 100 through transfer valve 60 into 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 cylinder 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.
• valves 50 and 60 are both configured as pressure responsive valves which open automatically in response to a differential pressure of approximately 1 psi.
• both valve 50 and valve 60 comprise a valve seat housing 10 and a slider valve member 20 configured to reciprocate through the hollow interior of valve seat housing 10. automatically opening and closing in response to differential pressures on either side of the valve of as little as 1 psi.
• the inner cylinder 100 are each preferably lined with an inner cylinder composed of a hard and heat resistant substance such as polished cast iron, although any similar hard and heat resistant substance would likewise suffice.
• the inner cy linder is preferably pressed into steel block 10.
• the inner cylinder 10 may be set into block 10 during the molding process, as the block may alternately be formed from a pourable material, such as concrete, ceramic slip, or epoxy.
• the inner cylinder is provided with a plurality of small and very numerous perforations clustered together above the BDC position of the power piston. This configuration of perforations allows a generous sectional area for exhaust while protecting the piston rings of power piston 30.
• block 10 is provided with a first exhaust plenum immediately adjacent the cylinder liner.
• a controllable obstruction such as an off-center cam or similarly configured device, may optionally be provided in order to regulate the flow of exhaust gasses.

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• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Cylinder Crankcases Of Internal Combustion Engines (AREA)
• Valve Device For Special Equipments (AREA)
• Motor Or Generator Frames (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Air-Conditioning For Vehicles (AREA)
• Portable Nailing Machines And Staplers (AREA)
• Spark Plugs (AREA)

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• 2000
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