EP3842616A1 - Cylindre à mouvement relatif à quatre temps doté d'un espace de compression dédié - Google Patents

Cylindre à mouvement relatif à quatre temps doté d'un espace de compression dédié Download PDF

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Publication number
EP3842616A1
EP3842616A1 EP20202315.6A EP20202315A EP3842616A1 EP 3842616 A1 EP3842616 A1 EP 3842616A1 EP 20202315 A EP20202315 A EP 20202315A EP 3842616 A1 EP3842616 A1 EP 3842616A1
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EP
European Patent Office
Prior art keywords
cylinder
occupying structure
fluid
during
piston
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20202315.6A
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German (de)
English (en)
Inventor
Ibrahim Mounir Hanna
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Individual
Original Assignee
Individual
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Filing date
Publication date
Priority claimed from PCT/US2019/068510 external-priority patent/WO2020139902A1/fr
Priority claimed from US16/998,771 external-priority patent/US11248521B1/en
Application filed by Individual filed Critical Individual
Publication of EP3842616A1 publication Critical patent/EP3842616A1/fr
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/18—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with differential piston
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B31/00—Component parts, details, or accessories not provided for in, or of interest apart from, other groups
    • F01B31/14—Changing of compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/20—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with two or more pistons reciprocating one within another, e.g. one piston forming cylinder of the other
    • 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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/30—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with one working piston sliding inside another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/02—Cylinders; Cylinder heads  having cooling means
    • F02F1/10—Cylinders; Cylinder heads  having cooling means for liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 

Definitions

  • the present invention relates generally to mechanical devices used to perform work, and more particularly to hydraulic and combustion cylinders.
  • a wide variety of devices utilize cylinders to perform mechanical functions and produce useful work.
  • a typical internal combustion engine for example, employs a number of cylinders in which a fuel-air mixture is compressed and combusted to produce work that is imparted to a respective reciprocating piston.
  • Each piston may be coupled to a crankshaft, with which forces imparted to the pistons can be transmitted, through various intermediate devices, to the wheels of a vehicle to thereby propel the vehicle.
  • Pistons may be coupled to drive a turbine, a pump or electric generator.
  • a typical cylinder When configured for use in an ICE, hydraulic system, or in other contexts, a typical cylinder produces mechanical work output that is proportional to its swept stroke volume (e.g., the volume through which a piston surface travels) which is the product of a piston surface and stroke distance (e.g., the axial distance through which the piston surface travels).
  • swept stroke volume e.g., the volume through which a piston surface travels
  • stroke distance e.g., the axial distance through which the piston surface travels
  • previous systems e.g., gasoline and diesel ICEs
  • Increasing stroke volume and/or distance may stipulate an increase in cylinder dimensions and thus engine mass, however, reducing the overall economy of an engine and vehicle in which such enlarged cylinders are used.
  • Hydraulic cylinders may be coupled to a hydraulic or turbo charger or to an electrical recovery system, though such recovery systems frequently exhibit limited efficiencies (e.g., 20-30%) especially when they work against a high initial pressure around 1000 psi, to enhance a compression ratio.
  • turbocharge recovery system is directed to participate in the cylinder driving forces at lower compression ratio, recovery return can be improved.
  • Direct injection method in four stroke engines have been implemented for the purpose of satisfying clean environment requirements.
  • Two stroke engines which are desired for using every stroke as a power stroke, are completely prohibited in certain areas due to their tendency of releasing excessive amounts of non-completely burned exhaust.
  • an engine block including one or multiple cylinders comprising a mechanical cylinder including an internal space in which a fluid is introduced, and a crankshaft piston configured for reciprocating motion in the internal space; and a cylinder occupying structure including a floating piston, wherein the occupying structure is variably advanced into, and retracted from, the internal space of the cylinder in correspondence with the reciprocating motion of the crankshaft piston and wherein the occupying structure contains or surrounds a combustion space, in the clearance area between the crankshaft piston and the top of cylinder, wherein the occupying structure have an edge facing toward the head of the engine, where in such edge of the occupying structure creates a primary and secondary combustion spaces, and wherein the occupying structure and the crankshaft piston have a male -female engagement.
  • an engine block including multiple cylinders comprising a mechanical cylinder including an internal space in which a fluid is introduced, and a crankshaft piston configured for reciprocating motion in the internal space; and a cylinder occupying structure including a floating piston, wherein the occupying structure is variably advanced into, and retracted from, the internal space of the cylinder in correspondence with the reciprocating motion of the crankshaft piston and wherein the occupying structure contains or surrounds a combustion space, in the clearance area between the crankshaft piston and the top of cylinder.
  • the cylinder system includes a first and a second fluid inlet for each cylinder, where the fluid inlet comprises a fluid manifold and a valve.
  • the cylinder system in an engine block may comprise a set of conventional cylinders, beside a set of cylinders equipped with floating pistons, or it may comprise a one type of cylinders equipped with floating pistons.
  • the floating piston progressively displaces a portion of the internal space in a cylinder, such that an actual displaced volume, is smaller than the sum of clearance and swept volumes.
  • the floating piston decreases fluid intake by way of decreasing displacement volume.
  • the floating piston accelerates after the crankshaft piston, in the same direction, under the forces of combustion.
  • the engine comprises a cylinder force controller mechanism, configured to control the cylinder occupying structure, via electromagnetic actuator, a turbocharge pump mechanism, or a supercharge pump mechanism.
  • the floating piston may be a fixed structure for serving certain application, or it may perform as a second floating piston that may, through a mechanical link, magnetic control, or hydraulic communication, add a secondary force to selectively, dynamically, and controllably increase and/or decrease cylinder internal pressure during expansion or compression strokes, respectively, as required by the particular application of the system.
  • the force control mechanism is responsive to throttle position.
  • triggering an electromagnetic actuator at each mechanical cycle is substantially initiated by mechanical or magnetic sensors that monitor and respond to throttle pedal position.
  • triggering the flow of supercharge or turbocharge fluid through a second fluid inlet into the cylinder is initiated by mechanical or magnetic sensors that monitor the engine driving load and the positive and negative driving force of the crankshaft pistons.
  • sensors of the control mechanisms are responsive to crankshaft or crankshaft rod position and to floating piston position.
  • sensors of the control mechanism are responsive to the magnitude of the engine load or the crankshaft force resistance.
  • sensors of control mechanism are responsive to engine speed.
  • sensors of the control mechanism are responsive to engine temperature.
  • an electromagnetic actuator of the control mechanism uses three electromagnetic poles for alternation rather than two. When two electromagnetic poles alternate their polarity, electrons travel from one side to the other at each alternating cycle. Using three poles can provide alternating attraction and repulsion forces without needing electrons to alternate positions, where such setup may not only provide higher frequency of cycling motion, but also higher power output.
  • the magnetic field interacts with a permanent magnet in the floating piston to variably remove the floating piston from, the internal space of the cylinder during the expansion stroke
  • the force control mechanism is a turbocharge or supercharge mechanism, where the charged fluid, is directed to fill in the space between the floating piston and the cylinder head, during the time of a power stroke, to increase fluid pressure between the floating piston and the cylinder head, and as a result increase the floating piston acceleration, and indirectly increase the combustion pressure and the force acting on the crankshaft piston.
  • the charged fluid path may include a second fluid inlet beside a first inlet, where a first inlet is used for a continuous engine fluid input, at every stroke, and a second inlet used for a variable engine fluid input, under the control of the force control mechanism and in response for load and speed requirements.
  • the cylinder is a hydraulic cylinder
  • the fluid is a hydraulic fluid primarily injected within a space surrounded by a crankshaft piston and the floating piston (occupying structure).
  • the cylinder is a combustion cylinder
  • the fluid is a combustible fluid
  • the floating piston undergoes motion at a substantially same rate as the crankshaft piston and in the same or opposite direction of the crankshaft piston's location during an expansion stroke and in the same direction as the crankshaft piston's motion during the compression stroke.
  • the floating piston is advanced into the internal space of the cylinder during an expansion stroke of the cylinder, and wherein the floating piston is completely retracted from the internal space of the cylinder during a compression stroke of the cylinder; and wherein the floating piston is further advanced or retracted from a certain position during an expansion stroke.
  • the combustion space is partially contained or surrounded by the body of the floating piston, where the effective diameter of the combustion space is smaller the diameter of the cylinder.
  • the engagement surface of the actuating crankshaft piston and the floating piston is partly or completely having a cone shape.
  • the floating piston is a second piston that may change the direction of its acceleration during an expansion stroke.
  • the floating piston having an edge marking two separate cavities, with a male female engagement interface with crank shaft piston utilized in a four-stroke cylinder, where the four strokes performed in a two reciprocating cycles, and where fluid compression is performed in a conventional four strokes motions, where compression and combustion share same space within the cylinder.
  • Disclosed as another example is, by initiating compression in a dedicated compression space, a method of performing two engine strokes per cylinder combustion, including a power expansion stroke and a retraction stroke, to provide four stroke functions of a four-stroke engine including air intake, air compression, power stroke and exhaust strokes.
  • Disclosed as another example is, a method of increasing engine acceleration by increasing the internal cylinder pressure through the delivery of compressed fluid in the space behind a floating piston during a power stroke.
  • a method of decelerating an engine through moving a floating piston in an opposite direction of the crank shaft causing a decrease in cylinder internal pressure and a decrease in crank shaft power without the need for an early release of the unburned exhaust.
  • the cylinder occupying structure is further advanced and retracted via an electromagnetic actuator, hydraulic press supercharger or turbocharger.
  • hybrid electromagnet-petrol cylinder drive or hybrid hydraulic-petrol cylinder drive where a second piston communicates secondary pressure forces to a crank shaft linked piston.
  • Disclosed in another example is a method of enhancing an energy return of a second piston linked to electromagnet by assigning such electromagnet a one repelling or attraction task, and where such electromagnet uses three magnetic poles rather than two.
  • the cylinder is a combustion cylinder, the method further comprising injecting a combustible fuel into the dedicated compression space.
  • the cylinder is a hydraulic cylinder, the method further comprising compressing fluid during the compression stroke.
  • a cylinder system comprising: a mechanical cylinder including an internal space in which a fluid is introduced, and a crankshaft piston configured for reciprocating motion in the internal space, a cylinder occupying structure including a floating piston as a second piston, wherein the floating piston is variably advanced as a second piston in a first direction during an expansion stroke of the cylinder, and retracted from in a second direction substantially opposite to first direction during a compression stroke wherein the insertion rod partially surrounds the combustion space, wherein the cylinder occupying structure is moved initially by the combustion forces to a certain distance after which it further advances or retracts by an electromagnetic or hydraulic actuator.
  • a mechanical engine cylinder system comprising: a cylinder including an internal space, an occupying structure, and a crankshaft piston, wherein the internal space of the cylinder is modified by the occupying structure such that combustion pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during an early part of an expansion stroke and to a larger surface area of the crankshaft piston during a later part of the expansion stroke.
  • a cylinder system comprising: a mechanical engine cylinder including an internal space in which a fluid is introduced, and a crankshaft piston configured for reciprocating motion in the internal space, a cylinder occupying structure including a cylinder shape structure with cavity as a floating piston, wherein the floating piston is variably advanced as a second piston in a first direction during an expansion stroke of the cylinder, and retracted in a second direction substantially opposite to first direction during a compression stroke wherein the floating piston partially surrounds the combustion space, between crankshaft piston and cylinder head, wherein the cylinder occupying structure is moved initially by the combustion forces to a certain distance after which it further advances or retracts by an electromagnetic or hydraulic actuator.
  • system is configured such that combustion occurs within a cavity of the occupying structure to apply combustion pressure to both the occupying structure and the crankshaft piston.
  • the occupying structure is a movable structure relative to the cylinder, and wherein movement of the occupying structure is controlled by one or more forces applied by a force application mechanism.
  • the force application mechanism is responsive to throttle position by way of throttle position sensors such that one or more forces applied to the occupying structure are dependent on throttle position.
  • the force application mechanism is configured to apply a retracting force to the occupying structure during the expansion stroke.
  • the force application mechanism is configured to apply an advancing force to the occupying structure during the expansion stroke.
  • system is configured to partially execute a compression stroke function during the expansion stroke by pumping fresh air behind the occupying structure via the force application mechanism, or a fluid suction stroke by natural engine breathing through a first fluid inlet.
  • system is configured to perform a fluid decompression, early during an expansion stroke and within the expanded space behind the occupying structure, such decompression applies to fluid that was compressed in a previous reciprocation cycle and remained out of the combustion space.
  • the system is configured to perform a fluid decompression for cooling effects, by allowing fluid compressed in the dedicated compression space, to move during a later part of a power stroke from the dedicated compression space, located between the occupying structure and cylinder head, to the cavity of the occupying structure.
  • system is configured to have compressed fresh air or fluid, enters the occupying structure cavity, to clear it from exhaust fluid, during a later part of expansion stroke.
  • system is configured such that a turbocharged or supercharged compressed air enters the cylinder internal space through a second fluid inlet, during an expansion stroke.
  • the system is configured to have occupying structure and crankshaft piston disengage during a power stroke, by means of designing surface areas of occupying structure such that combustion forces, insures such disengagement during a power stroke, within a range of allowed minimum and allowed maximum of initial compression ratios.
  • system is configured such that exhaust fluid departs the internal space of cylinder, during an early part of retraction stroke, and before the engagement of occupying structure and the crankshaft piston.
  • the system is configured to have fluid compression completes later on during a retraction stroke, between the time of crankshaft engages with occupying structure and the time of complete retraction, where during this time, an inlet valve is open between occupying structure cavity and between the dedicated compression space.
  • system is configured to perform intake, compression, expansion, and exhaust functions within two strokes per combustion.
  • the force application mechanism includes an electromagnetic actuator.
  • the force application mechanism includes a hydraulic system.
  • the force application mechanism includes a forced induction system.
  • system is configured to deliver fluid to an intake side of the occupying structure to increase cylinder pressure and engine acceleration.
  • system is configured to cause engine deceleration by applying a retracting force to the occupying structure, magnetically or by withdrawing fluid through a second fluid inlet.
  • system is configured to cause engine acceleration by applying an advancing force to the occupying structure.
  • system is configured to have the initial movement of the occupying structure drag the combustion fluids and forces in the direction of the crankshaft piston to absorb part of the engine vibration forces.
  • the occupying structure changes direction during the expansion stroke.
  • a mechanical engine cylinder system comprising a set of cylinders: each cylinder including an internal space; an occupying structure; and a crankshaft piston; wherein the internal space of the cylinder is modified by the occupying structure, having dedicated compression and dedicated combustion spaces; wherein the occupying structure provides a surface interface with the dedicated compression space, and wherein the occupying structure contains within its cavity and away from the side wall of the cylinder, a primary combustion space, during an early stage of a power stroke, and wherein, the occupying structure has an edge, that separates the primary and secondary combustion spaces, wherein combustion pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during an early part of an expansion stroke and to a larger surface area of the crankshaft piston during a later part of an expansion stroke, and wherein combustion pressure applied to occupying structure, applies a net-force to the occupying structure, in the direction of the crankshaft piston, during early part of an expansion stroke, and in opposite
  • system is configured such that combustion occurs within a cavity of the occupying structure, with a diameter smaller than the internal diameter of cylinder.
  • time lapse of acceleration is reduced, such that a power output of a stroke can be done using less fuel requirement.
  • the occupying structure cavity has an edge facing toward the camshaft and cylinder head.
  • the occupying structure edge causes turbulent motion of combustion fluid for more complete burning.
  • an edge under pressure within the cavity of occupying structure causes a progressive advance of occupying structure within the cylinder, competing with combustion fluid for space, and causing less fluid intake requirements.
  • the engagement of the occupying structure and crankshaft piston is a cone shape engagement.
  • the advance of occupying structure under combustion forces creates suction forces of compression fluid.
  • the surface sizing of the occupying structure and of crankshaft piston balances combustion forces, such that disengagement happens without mechanical interference during a power stroke.
  • the occupying structure is responsive to a force application mechanism.
  • the force application mechanism is responsive to throttle position by way of throttle position sensors such that one or more forces applied to the occupying structure are dependent on throttle position.
  • the force application mechanism is configured to apply a retracting force to the occupying structure during the expansion stroke.
  • the force application mechanism is configured to apply an advancing force to the occupying structure during the expansion stroke.
  • any turbocharge forces used to increase fluid compression, during an early part of a power stroke is part of a force application mechanism.
  • the force application mechanism includes electromagnetic actuator.
  • the force application mechanism includes a magnetic induction system.
  • the force application mechanism includes a hydraulic system.
  • system is configured to cause engine deceleration by applying a retracting force to the occupying structure.
  • system is configured to cause engine acceleration by applying an advancing force to the occupying structure.
  • the cylinder is cooled by a cooling jacket.
  • the cylinders is cooled by decompressing fluid inside the cylinder, during a later part of a power stroke.
  • the advance of occupying structure decompresses part of compressed fluid remaining out of the combustion space, providing a cooling effect to the cylinder head, during an early part of a power stroke.
  • the advance of occupying structure, by dragging combustion fluid minimizes the vibration caused by initial forces of combustion.
  • friction between crankshaft piston and cylinder is reduced as a function of time, where every reciprocation cycle of a four-stroke Relative Motion cylinder, perform a power stroke.
  • the occupying structure is a movable part relative to the cylinder.
  • a method of introducing an occupying structure within a cylinder system comprising: modifying an internal space of a cylinder using the occupying structure such that pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during an early part of an expansion stroke and to a larger surface area of the crankshaft piston during a later part of the expansion stroke; and executing a pressure-increasing action within a cavity of the occupying structure to apply pressure to both the occupying structure and the crankshaft piston, such that, the occupying structure accelerates in the direction of the crankshaft during an early stage of power stroke, and in opposite direction during a later stage of power stroke, due to changing the direction of net force applied to occupying structure surfaces; wherein the occupying structure includes an elongated cylindrical body to be accommodated within the internal space, the elongated cylindrical body defines a first cavity of primary space
  • the occupying structure competes with fluid in filling the space of displaced volume created by the motion of a crankshaft piston during an expansion stroke; and wherein the occupying structure is introduced such that volume filled by the combustion fluid is smaller than the sum of clearance volume and swept volume by the crankshaft piston due to the occupying structure competing with combustion fluid for space within the cylinder.
  • the cylinder is a hydraulic cylinder, and wherein the fluid is a hydraulic fluid.
  • the cylinder is a combustion cylinder, and wherein the fluid is a combustible fluid.
  • a cylinder occupying structure comprising a mechanical cylinder including an internal space in which a fluid is introduced, and a crankshaft piston configured for reciprocating motion in the internal space, and a cylinder occupying structure including a floating piston, wherein the floating piston is variably advanced into, and retracted from, the internal space of the cylinder in correspondence with the reciprocating motion of the crankshaft piston.
  • a combustion space is contained within walls of an occupying structure, between crankshaft piston and cylinder head.
  • FIG. 1 presents an exemplary engine system that employs a cylinder-based engine 102 to produce useful work.
  • engine 102 may be utilized to propel a vehicle; including but not limited to seafaring vessels, wheeled vehicles, and aircraft; actuate various devices, such as hydraulic lifts, forklift arms, and backhoe arms, among other components of excavating devices and industrial machinery; and/or for any other suitable purpose.
  • the illustration of FIG. 1 schematically shows the inclusion in engine 102 of one or more cylinders 104, with which useful work may be derived to perform such functions.
  • Cylinders can include a set of modified cylinders containing occupying structure and a set of conventional cylinders.
  • engine 102 may be an internal combustion engine (ICE) configured produce useful work by combusting fuel in cylinder(s) 104.
  • Cylinder(s) 104 may be arranged in any suitable configuration (e.g., 1-4, V6, V8, V12), in a linear or circular arrangement.
  • engine 102 may be assisted by an electrical system comprising an energy source (e.g., battery) and a motor operatively coupled to one or more wheels of a vehicle in which the engine may be implemented.
  • an energy source e.g., battery
  • a motor operatively coupled to one or more wheels of a vehicle in which the engine may be implemented.
  • Such a configuration may be referred to as a "hybrid" configuration and may employ techniques such as regenerative braking to charge the energy source.
  • Cylinder(s) 104 may include pistons (e.g. first and second pistons in one cylinder) that undergo reciprocating motion caused by fuel combustion therein.
  • the reciprocating crankshaft piston motion may be converted to rotational motion of a crankshaft, which may be coupled to one or more vehicle wheels via a transmission to thereby provide vehicle propulsion.
  • the reciprocating crankshaft piston motion may be converted to other components and/or other forms of motion, including but not limited to articulation of an arm of an industrial vehicle (e.g., forklift, backhoe) and linear actuation.
  • FIG. 1 shows an output 108 produced by engine 102, which may include the rotational motion, articulation, or actuation described above, or any other suitable output.
  • An intake passage may be pneumatically coupled to engine 102 to provide intake air to the engine, enabling mixing of the air with fuel to thereby form charge air for in-cylinder combustion.
  • Air intake may be introduced via a first and a second inlets per cylinder.
  • Intake air of fluid may be compressed in an intake space behind the occupying structure and advanced into a combustion space within the occupying structure when the occupying structure is retracted toward the intake passage.
  • FIG. 1 shows the reception at engine 102 of an input 106, which may comprise the fuel/air mixture, hydraulic fluid, fresh air under atmospheric pressure, compressed air.
  • Input 106 may include any suitable combination of fuels, including but not limited to gasoline, diesel, nitrous oxide, ethanol, and natural gas.
  • An intake throttle may be arranged in the intake passage and configured to variably control the air ingested into engine 102 - e.g., as a function of mass airflow, volume, pressure.
  • the intake passage may include various components, including but not limited to a charge air cooler, a compressor (e.g., of a turbocharger or supercharger), an intake manifold, etc.
  • Respective intake valves may variably control the ingestion of charge air into cylinder(s) 104.
  • a fuel system may be provided for storing and supplying the fuel(s) supplied to engine 102.
  • An exhaust passage may be pneumatically coupled to engine 102 to provide a path by which the products of charge air combustion are exhausted from the engine and to the surrounding environment.
  • Various aftertreatment devices may be arranged in the exhaust passage to treat exhaust gasses, including but not limited to a NOx trap, particulate filter, catalyst, etc.
  • a turbine may be arranged in the exhaust passage to drive the turbocharger compressor.
  • Respective exhaust valves may variably control the expulsion of exhaust gasses from cylinder(s) 104.
  • a controller 110 may be operatively coupled to various components in engine 102 for receiving sensor input, actuating devices, and generally effecting operation of the engine.
  • controller 110 may be referred to as an "engine control unit” (ECU).
  • ECU engine control unit
  • ECU may receive one or more of the following inputs: throttle position, barometric pressure, transmission operating gear, engine temperature, and engine speed and engine change of speed at a given force input.
  • controller 110 may control the operation of a cylinder operation structure that is variably introduced into the internal space of cylinder(s) 104 in accordance with the operating cycle of the cylinder(s).
  • Controller 110 may be implemented in any suitable manner.
  • controller 110 may include a logic machine and a storage machine holding machine-readable instructions executable by the logic machine to affect the approaches described herein.
  • the logic machine may be implemented as a controller, processor, system-on-a-chip (SoC), etc.
  • the storage machine may be implemented as read-only memory (ROM, such as electronically-erasable-programmable ROM), and may comprise random-access memory (RAM).
  • Controller 110 may include an input/output (I/O) interface for receiving inputs and issuing outputs (e.g., control signals for actuating components).
  • I/O input/output
  • Engine 102 may assume other forms.
  • engine 102 may be configured for hydraulic operation, where cylinder(s) 104 include respective crankshaft pistons that undergo reciprocating motion to variably compress a hydraulic fluid therein.
  • input 106 may include a hydraulic fluid that is supplied to cylinder(s) 104, such as oil, water, and/or any other suitable fluid(s).
  • Output 108 may include rotational motion, articulation, actuation, or any other suitable type of mechanical output. Alternatively or in addition to mechanical output, output 108 may be considered to include hydraulic fluid that is pressurized by cylinder(s) 104, where the pressure applied by the cylinders may be transmitted to hydraulic fluid in other components that are in at least partial fluidic communication with the cylinders.
  • Such hydraulic output may in turn be utilized to generate mechanical output, as in a hydraulic lift, for example.
  • the engine, and/or other elements that may form a hydraulic circuit may include any suitable combination of hydraulic components, including but not limited to a pump, valve, accumulator, reservoir, filter, etc.
  • controller 110 may be configured to control the operation of hydraulic cylinder(s) 104, engine 102, and/or other components of a hydraulic circuit, based on any suitable sensor output(s) (e.g., pressure, valve state, flow rate).
  • cylinder(s) 104 include a cylinder occupying structure 202 (i.e. floating piston) that is variably advanced into, and retracted from, the internal space of the cylinder(s) in which the operative fluid(s) (e.g., hydraulic fluid, combustible fluid) used to produce output are introduced.
  • the operative fluid(s) e.g., hydraulic fluid, combustible fluid
  • the figures show exemplary implementations of the cylinder occupying structure for a combustion cylinder, where the occupying structure configured to be subjected to a retracting and/or advancing force toward a combustion space, and/or toward a crankshaft piston by an electromagnetic actuator, hydraulic charger, turbo charger, or the like.
  • cylinder 104 including a cylinder occupying structure 202, also referred to herein as an insertion rod or second piston.
  • the cylinder occupying structure 202 acts as a second piston in addition to crankshaft piston 204 (e.g. the crankshaft piston 204 is a first piston), and the occupying structure 202 partially surrounds a combustion chamber.
  • Crankshaft piston 204 is coupled to a connecting rod, which may be coupled to another device such as a crankshaft to thereby translate reciprocating motion of the crankshaft piston to rotational crankshaft motion or another form of motion, which in turn may be used to propel a vehicle, operates an electrical generator, drive a pump, actuate a device, etc.
  • Reciprocating motion of crankshaft piston 204 may be caused by charge air combustion in an internal space 208 of cylinder 104.
  • Combustion may be controlled in part by an intake valve 210 actuated via an intake camshaft, which is operable to selectively inject natural or charge air into internal space 208 for compression and ignition therein.
  • a spark or glow plug may be controlled to cause ignition of injected charge air.
  • Combustion products may be exhausted via an exhaust valve 216 actuated via an exhaust camshaft.
  • a coolant jacket may be arranged between the inner cylinder wall that defines internal space 208 and the outer cylinder wall that defines the exterior of the cylinder.
  • a suitable coolant which may comprise any suitable substance(s) such as water, antifreeze, etc., may be circulated through coolant jacket via a cooling system.
  • the cooling system may include a radiator that radiates heated coolant to an exterior environment, for example.
  • the cooling system may include compressing fluid in parts of the engine that can be reached by cooling jackets, and decompressing fluid withing a cylinder and near an occupying structure, where it is difficult to reach out by a cooling jacket.
  • cylinder 104 includes a cylinder occupying structure 202 that is variably inserted into internal space 208 to increase cylinder output and efficiency.
  • Structure 202 is a floating piston that is variably advanced into internal space 208 in correspondence with the reciprocating movement of crankshaft piston 204.
  • floating piston 202 may be progressively inserted into internal space 208 as crankshaft piston 204 moves downward (with respect to FIG. 2 for example) through the internal space.
  • the occupying structure may have a fluid accumulation space, or compartment, behind it near an intake side dedicated for fluid compression (upper side,704- FIG. 2 ), dedicated fluid compression space, is configured to have four stroke functions performed in two crank shaft piston motions.
  • cylinder 104 may be configured according to any suitable operating cycle, based on which the introduction of insertion rod 202 into internal space 208 may be controlled. Generally, occupying structure 202 may be inserted into internal space 208 as crankshaft piston 204 moves downward (with respect to FIG. 2 ).
  • Cylinder 104 may execute a compression stroke (e.g., for a two or four-stroke operating cycle) or exhaust stroke (e.g., for a four-stroke operating cycle).
  • the insertion rod 202 may be variably inserted in and removed from internal space 208 in correspondence with movement of crankshaft piston 204 downward and upward (with respect to FIG. 2 ).
  • the correspondence between movement of floating piston 202 and crankshaft piston 204 may assume any suitable form.
  • the movement of floating piston 202 and crankshaft piston 204 may be substantially synchronized, such that the floating piston is actuated at substantially the same rate and direction as the crankshaft piston.
  • Occupying structure 202 enables a reduction in the intake requirement of cylinder 104, and, as a result of its occupancy of internal space 208, the occupying structure further causes the volume of the displaced volume that is utilized in a combustion or hydraulic process - the so-called displaced "combustion volume” or displaced “hydraulic volume” to be less than the internal space itself, where such internal space is the sum of the clearance volume and the swept volume by the crankshaft piston.
  • An electromagnet may be dedicated for either repelling or attracting the occupying structure, depending on a specific application.
  • the electromagnetic force may be used to retract the occupying structure in an early stage of an expansion stroke for the purpose of responding to an engine, vehicle, or throttle slow down command, to avoid having to release exhaust early.
  • occupying structure 202 includes a magnet 227 (e.g., a permanent magnet) to enable interaction with magnetic fields generated by electrical currents transmitted through coil 224,Fig-2, and the solenoid-type electromagnetic extension and retraction of the occupying structure.
  • Magnetic force lines produced by coil 224 - specifically the portions thereof within the internal space of the coil below the upper end of the coil and above the lower end of the coil - may be substantially parallel with the direction in which floating piston 202 extends and retracts.
  • electrical system 226 may include a current source with which current is selectively provided to coil 224.
  • Electrical system 226 is operatively coupled to a controller 110, which may control the electrical system to selectively position insertion rod 202, and/or provide retracting or advancing forces to the occupying structure 202, in accordance with the operating cycle of cylinder 104 as described above, and/or based on any other suitable inputs (e.g., camshaft timing, valve timing, intake or charge air variables, other operating conditions).
  • controller 110 may be controller 110 of FIG. 1 , but may also include various devices and systems to subject the occupying structure 202 to retracting or advancing forces, or to add pressure to an upper side (e.g. intake side of FIG. 2 ) of the occupying structure 202.
  • Such devices and systems of the controller 110 may be hydraulic or turbo chargers, electromagnetic actuators, or any appropriate system that can control forces that the occupying structure 202 is subjected to, generally referred to herein as "force application mechanisms".
  • One or more of coil 224, electrical system 226, magnet 227, and controller 110 may form what is referred to herein as an "electromagnetic actuator".
  • the electromagnetic actuator may be considered a solenoid, where insertion rod 202 acts as a slug translated by the electromagnetic actuator. It is to be understood that, as shown in FIG. 2 , the retraction and advancing forces are applied to the body of occupying structure (floating piston) 202.
  • Cylinder 104, Fig-2 and Fig-3 may be configured with other aspects that increase cylinder output, such as configuring the occupying structure and/or the crankshaft piston to have a cone shape engagement surface, that can match the shape of a combustion wave.
  • An internal surface of the crankshaft piston may include dents and/or protrusions to increase the shear stress forces during a relative motion of the crankshaft piston.
  • Coil 224 may be arranged in a housing, which interfaces with an insulation barrier that enables low-friction movement of insertion rod 202 and substantial sealing between internal space 208 and the housing. Coil 224 is electrically driven by an electrical system 226, which is coupled to a controller 110.
  • the occupying structure 202 may be made of any one or more parts or cylindrical layers.
  • the occupying structure may be of different sizes in different engine cylinders.
  • some occupying structure 202 shapes may be designed for higher torque requirements, as a non-limiting example.
  • cooling an occupying structure can be challenging, however, a solution can be implemented using a solid body of higher heat bearing material, or using an empty core filled with a gas like helium, and interfaced with a cooling jacket in the cylinder. Cooling the occupying structure can be achieved by fluid decompression during an early part and a late part of expansion stroke.
  • the contact between the occupying structure and the internal surface of cylinder can be through bearing rings before and after the cooling jacket or such that compressed air is allowed to pass from the compression compartment to fill in the tiny space between cylinder and occupying structure to minimize friction.
  • the cylinder occupying structure 202 and cylinder implementations described herein are provided as examples and are not intended to be limiting in any way.
  • "Cylinder” as used herein may not require cylindrical geometry, but rather refers to a mechanical device in which reciprocating crankshaft piston motion is used to produce useful work and output.
  • Non-spherical geometries such as hemispherical or wedged geometries may be employed.
  • Various cylinder components may be added, removed, or modified, including cylinder head components, valves, etc.
  • alternative insertion body configurations are contemplated.
  • the insertion body disclosed herein may enter a cylinder internal space from the bottom, side, or from any other direction, including at oblique angles, in anon linear cylinder 104.
  • the cylinder 104 may itself have a curved shape as part of a circular shape engine with the piston and floating piston following a circular or curved path during a stroke motion.
  • implementations are possible in which electromagnetic actuation is employed to control
  • a hybrid solution may be employed in which fluid is mechanically pumped as well as magnetically, using magnetic force actuator, advanced against a crankshaft piston.
  • fluid may be pressed against a crankshaft piston plunger without using a hydraulic pump during an active press, or for example having a second adjacent cylinder, not equipped by occupying structure, dedicated to compressing air, and acting as a hydraulic cylinder for using its compressed air into the compression space of the first cylinder to increase its effective compression ratio or to cause an advancing force to the occupying structure during a power stroke.
  • the first cylinder equipped with occupying structure 202 can also use hydraulic fluid between occupying structure and crankshaft piston to work as a hydraulic mechanism.
  • the cylinder occupying structure 202 may reduce the required fluid intake, described as displacement volume per stroke.
  • the cylinder occupying structure may allow using a similar fluid volume for a larger distance stroke.
  • the cylinder occupying structure may enable the application of a larger force per square inch on a crankshaft piston's internal surface.
  • the cylinder occupying structure may maintain combustion pressure magnitude, by advancing occupying structure, with a magnetic field being initiate.
  • the cylinder occupying structure may facilitate laminar crankshaft piston movement with a slower pressure decline.
  • a floating piston may reduce the amount of fluid required by a hydraulic fluid intake pump.
  • steps, tasks, and methods may be repeated throughout operation of the cylinder, at any suitable frequency, interval, duty cycle, etc., which may include continuous operation or may be interrupted (e.g., in response to controller input, operator input).
  • Combustion space 208 may be surrounded by parts of the floating piston 202 and the crankshaft piston 204, that may adjust its pre-combustion positions, making the combustion compartment itself relatively move or change in shape and size within the cylinder with respect to the cylinder.
  • a solution for decreasing the cylinder internal pressure would be moving the second piston 202 in opposite direction (e.g. away from) the crank shaft piston instead of releasing unburned exhaust, by using a secondary force from an electromagnet 226 or other force source.
  • the occupying structure 202 When the occupying structure 202 surrounds the combustion chamber, with an edge 202-2 facing cylinder head and fluid inlet side, it advances as part of the initial acceleration as a second piston, and it can change direction when subjected to pressure from the crankshaft side after the two pistons disengage, making the floating piston, without interference, changes acceleration direction and stops during the expansion stroke and slowly start reversing direction.
  • crankshaft piston may refer to a direction pointing to a location of the crankshaft piston, rather than a direction of movement of the crankshaft piston.
  • the fluid accumulation compartment 704 behind the occupying structure 202 allows four strokes performed in two crankshaft motions, which means decreasing friction forces by cutting engine RPM (rounds per minutes) in half.
  • the system provides energy saving configurations also by way of managing engine acceleration and deceleration with decreased pollution emissions.
  • fresh air or premix fluid is initially introduced behind the occupying structure 202 during an expansion stroke in a port injection chamber 704 to add driving force to the expansion stroke and also (as part of the compression stage) to partly compress the air.
  • this partly compressed fluid will move into the combustion space 804 as an indirect injection method with further compression (e.g. complete compression) through the communication channel 706 installed behind the space occupier.
  • a special channel may reach directly along with a spark plug to the combustion chamber 804.
  • An exhaust outlet 216 may have various positions and configurations. It is to be understood that the definition of "premix" fluid may be port injection fluid or indirect injection fluid, and a "premix chamber” may be a port chamber.
  • FIGS. 2-10 will now be described in more detail below.
  • the cylinder 104 may include an internal space 208, an occupying structure 202, and a crankshaft piston 204.
  • the internal space 208 of the cylinder 104 is modified by the occupying structure 202 such that combustion pressure applied to the crankshaft piston 204 is applied to a smaller surface area of the crankshaft piston 204 during an early part of an expansion stroke and to a larger surface area of the crankshaft piston 204 during a later part of the expansion stroke.
  • a first fluid inlet 210-1 including air manifold and one-way valve, allows air entry into a dedicated compression space with every power stroke performed.
  • the first fluid inlet manifold may be configured for natural engine breathing or may be connected to a turbo-charge or supercharged fluid path or reservoir.
  • a second fluid inlet 210-2 including a fluid manifold and one way valve, allows compressed fluid to enter cylinder, into the dedicated compression space 704, or into the primary combustion space 804, in selective times, to increase cylinder internal pressure, in response to force application mechanism, upon an increased resistance to the crankshaft drive, or upon a change in a throttle position.
  • a fluid channel 706 allows fluid to travel from the intake side 704 to the combustion chamber 804 during a retraction stroke.
  • a smaller surface area 802 is exposed to combustion in a combustion cavity 804 in an early time of an expansion stroke. And in a later time of an expansion stroke, a larger surface area 806 is exposed to combustion that originated in the combustion cavity 804.
  • the partial cone shape or profile of the crankshaft piston provides that a grater surface area exposed to the advancing combustion pressure wave compared to a right-angle profile.
  • the crankshaft piston may include an end portion that changes from a thinner dimension 808 to a thicker dimension 810, such that the thinner dimension portion is what is exposed to the combustion pressure early, and the thicker portion is exposed to the combustion pressure later, as shown in FIG. 6 .
  • the thinner portion may be inserted into the combustion space, or alternatively placed right next to an end of the combustion space.
  • the profile of the occupying structure may exactly, match, be congruent to, or generally match, that of the crankshaft piston.
  • the system may be configured such that combustion occurs within a cavity 804 of the occupying structure 202 to apply combustion pressure to both the occupying structure 202 and the crankshaft piston 204.
  • the occupying structure 202 may be a movable structure relative to the cylinder 104. Movement of the occupying structure 202 may be controlled by one or more forces applied by a force application mechanism 702. The occupying structure 202 may change direction of acceleration during the expansion stroke.
  • the force application mechanism 702 may be responsive to throttle position (e.g. of a vehicle) by way of throttle position sensors such that one or more forces applied to the occupying structure 202 are dependent on throttle position.
  • the force application mechanism 702 may be configured to apply a retracting force to the occupying structure 202 during the expansion stroke or the contraction stroke.
  • the force application mechanism 702 may include an electromagnetic actuator, a hydraulic system, and/or a forced induction system.
  • forced induction systems are turbo chargers, hydraulic chargers, and super chargers.
  • the occupying structure may be mechanically coupled to the electromagnetic actuator.
  • 300 is a crank shaft
  • 301 is a crankshaft diameter
  • 302 is a crankshaft rod.
  • the system is able to provide more torque by way of supercharging compressed fluid during early stage of expansion stroke, and the ratio of the crankshaft rod (302) / crankshaft diameter (301) can be reduced to a lesser standards than used today in commercial heavy vehicles, for accommodating higher torque based on a longer rod, causing a slower motion of such heavy vehicles.
  • the disclosed system provides work per time enhancement, when applying hydraulic turbocharge, as a secondary force mechanism, to increase compression forces, during an expansion stroke, which translate as a further increase in pressure within the combustion compartment and as additional drive force. Maintaining positive force drive in a cylinder minimizes the acceleration time lapse of work and as a result eliminates part of required work energy. In comparison, compression forces in a conventional cylinder, result in a complete loss of energy which is ultimately deducted from power stroke forces.
  • FIG. 8 shows a first electromagnet 1802 that may be activated during crankshaft piston expansion providing a repelling action (advancing force).
  • a second electromagnet 1804 may be activated during crankshaft piston retraction, providing an attracting action (retracting force).
  • Poles 1802,1804 and 227 make a three-pole electromagnetic arrangement.
  • a magnetic arrangement would include two poles only like 227 and 1802.
  • pole 1802 and 227 for example, will always be activated as similar poles to perform a repelling force, and poles 1804 and 227 will always be activated to perform an attraction force.
  • electrons will not need to travel between poles, which will not only increase the magnitude of the force output per second, but also this may allow a higher frequency of motion.
  • the system may be configured to partially execute a compression stroke, by compressing fluid at the intake side, during the expansion stroke which also means applying a force to the occupying structure 202 via the force application mechanism 702.
  • the system may be configured to perform intake, compression, expansion, and exhaust functions within two strokes per combustion.
  • the Relative-Motion cylinder arrangement initiate fluid compression in a dedicated space 704.
  • the system may be configured to deliver fluid to an intake side 704 of the occupying structure 202 to increase cylinder pressure and engine acceleration.
  • the system may be configured to cause engine deceleration by applying a retracting force to the occupying structure 202.
  • the system may be configured to cause engine acceleration by applying an advancing force to the occupying structure 202.
  • the fluid channel 706, also referable as a communication channel, may have a control valve to separate the timing between: stage 1 and stage 2 of fluid management.
  • Stage 1 includes fluid accumulation behind the space occupier (floating piston) during the expansion stroke which partly compresses fresh air using a turbo or super charger, applying secondary driving forces to the pistons, or premix fluid while applying driving force to pistons.
  • Stage 2 includes transferring partly compressed fresh air or premixed fluid to the combustion space 804 within the occupying structure 202 through a communication channel which may contain multiple valves and pathways.
  • the communication channel, or channels may include a path to fresh air entry and another path to an exhaust outlet.
  • the communication channel may have a one way valve, and the valve may open to allow partially compressed fluid to move to combustion space, and the valve may close during the entire expansion stroke, or it may open during a later part of expansion stroke to add positive pressure to combustion space and to clean space 804 from exhaust.
  • a port injection compartment may expand in size during an expansion stroke.
  • the system may be configured to, due to combustion pressure between the crankshaft piston 204 and the occupying structure 202, allow the occupying structure 202 to accelerate in a retracting direction away from the crankshaft piston 204 to absorb part of combustion forces.
  • FIG. 9 shows an edge 202-1 of an occupying structure facing a compression space and edge 202-2 of occupying structure facing primary combustion space, and edge 202-3 of occupying structure facing a secondary combustion space.
  • Edge (202-2) when subjected to combustion, or when there is an increase in hydraulic pressure, causes the advance of the occupying structure variably in the internal space of combustion or a hydraulic cylinder and causes a change in the physics of Pascal law as a function of position, where the floating piston is competing for volume and space with the combustion fluid, and such compete is never calculated in a Pascal law.
  • a power output of a stroke is dependent on a crankshaft piston surface and distance of stroke. In Pascal law as a function of time, an additional power output is to be calculated and added to Pascal as a function of position. That addition is proportionate with the combustion or hydraulic volume displaced by the advance of the occupying structure.
  • the difference between surface 202-3 and 202-2 causes the acceleration of the occupying structure, during early stages of expansion stroke, and then deceleration and retraction during a later stage.
  • disclosed method includes, at 1902 starting combustion within boundaries of moving parts enclosed between a piston and a cylinder occupying structure, at 1904, accelerating both parts into a cylinder internal space until acceleration of the cylinder occupying structure changes direction and subsequently comes to a complete stop during an expansion stroke, at 1906,Fluid compression starts early during expansion stroke, in a dedicated space, at 1908 further advancing or retracting the cylinder occupying structure by way of a force application by a secondary device such as an electromagnetic actuator, hydraulic system, or a turbocharger, and at 1910 compressed fluid compressed fluid is allowed to move into combustion space, during a later part of expansion stroke, to clean up the primary combustion space from exhaust, and to apply cooling effects to occupying structure by way of fluid decompression; at 1912 early during a retraction stroke, exhaust fluid is released before occupying structure and floating piston start to engage; At 1914, fluid compression completes by completing the retraction of occupying structure and the crankshaft piston, an inlet valve closes to leave
  • Fig.11 shows work output measured by joule. W
  • Fig. 12 shows one of the best test results, associated with port fuel injection, where simulation test revealed zero% HC, and near Zero% CO and NO in exhaust.
  • Fig. 13 shows the lower hydrocarbon residual in exhaust fluid in the disclosed system.
  • simulation tests revealed zero HC output by the completion of a power stroke.
  • the Illustration of Fig. 14 shows a mechanical work output assessment graph using direct injection where that the new design D3 offers a bigger area under the work vs. time graph than ordinary cylinder. That is about 200% better work energy efficiency according the area difference.
  • Conventional design D1-T3 has a bigger combustion exposure area (802 FIG. 6 ) at the beginning of the expansion stroke than disclosed system D3-T2.
  • Conventional system (D1-T3) offers higher work energy at the beginning of the expansion stroke and lower work output later during a power stroke. Bigger area under graph, have been seen historically when we compare direct injection with indirect injection graphs, in conventional designs and now the disclosed system further increase are under graph of mechanical work output per time.
  • mechanical work out graph shows a positive increase in the end of stroke, Fig. 14 , and that is when distance between crankshaft piston and floating piston regain higher pressure when crankshaft piston comes to full stop while the floating piston is still slowly advancing.
  • Fig. 15 shows work graph when applying a sudden advancing force to the floating piston, where power used to deploy such force was recovered at over 80%, and that shows the great potential of using the disclosed system as a replacement of pressure accumulation applications, where power recovery potential is no more than 25%.
  • the potential of disclosed system being able to add secondary forces, like turbo-charge fluids through a second inlet, into the cylinder during the course of a power stroke, means we do not anymore need to sacrifice power output of an engine, to accommodate better torque numbers, because higher torque drive can be leveraged by way of super-charging or turbo-charging a cylinder when a high resistance suddenly challenges the driving force of engine.
  • FIG. 16 shows a Force vs. Distance graph. This graph shows that initial force in disclosed cylinder, D2-T1 is less than ordinary cylinder. This graph shall not be confused for energy assessment between new and conventional designs, because work energy performance shall be assessed based on (Force*Distance/sec), and that we may call (work/sec) which can be presented as work vs. time.
  • FIG. 17 shows a pressure vs. distance and Pressure VS Time, graphs.
  • the test was done without resisting load.
  • the disclosed system D2-T1 has much bigger area under the curve than conventional cylinder D1-T1.
  • the expansion stroke when the cylinder is continuously maintaining higher internal pressure by about 300%, this shall reflect as a higher thermal efficiency, cleaner fluid burning, enhanced exhaust ratio of NO2/NOx.
  • the area under graph of disclosed system, D2-T1 (named then D2-T3) was showing further increase of cylinder internal pressure when compared with the ordinary cylinder and fluid burning was further enhanced and simulation tests revealed zero HC , zero CO and near zero NO (0.000035) output.
  • the herein disclosed methods may include: 1) a hybrid engine method utilizing two sources of force at the cylinder level. 2) A method of exhaust fluid filter work at the cylinder level by converting bigger portion of CO and free hydrocarbon radicals into manageable CO2, N2, and NO2 by increasing the relative internal pressure and decreasing crank-shaft piston speed. 3) a method of cutting on vibration by using an occupying structure as a shock absorber. 4) A method of saving energy by means of using an occupying structure as a second frame in a Newton-Galilean relativity. 5) a time dependency method of energy exchange and savings.
  • advancing the occupying structure into the cylinder mainly into a combustion cylinder, is used to manipulate the combustion or hydraulic forces to perform more torque or more horse power or to optimize the power in different conditions.
  • the disclosed relative motion cylinder enhances power output greatly especially if optimization is performed for torque and horsepower.
  • Such enhancement is based on a Pascal law as a function of time. For example, some studies of physics portray that energy can be spent during a vehicle's motion due to friction, between the wheel and the road, which is only a small percentage of energy spent on motion.
  • This equation shows how (t) time lapse of acceleration (acceleration time) is in exchange with work energy calculated by Joules, where minimizing the value of (t) from 2 seconds to 1 second changes energy output from 1 Joule to 2 Joules, which happens before optimizing the output to be deployed for more torque or more horsepower. And this is the core difference between this application and between prior attempts to solving better engine efficiency, because thermal output is considered fixed per cubic inch of fuel regardless of mechanical design, while minimizing the value of time lapse of acceleration significantly changes the energy output.
  • one power stroke is achieved per reciprocating cycle rather than every other cycle, which cuts down on friction losses by 15% of an overall thermal potential.
  • one power stroke per every other reciprocating cycle in traditional engines means that about 6000 RPM is a highest allowed reciprocation limit for a given power output, where challenges can be seen for engine breathing supply and mechanical failures, and the disclosed method solves this problem by way of decreasing the RPM in half. This means that a typical RPM of 6000 is actually reduced to 3000 RPM, where we accomplish about 15% power output advantage with a 50% friction loss, more air breathing and less mechanical failures.
  • Every Joule spent on compression is a joule used indirectly to increase the internal combustion pressure, or a Joule recovered by adding a force to a crankshaft piston during a power stroke.
  • the disclosed system introduces the Pascal law as a function of time, where time lapse of acceleration is found to play a role of not only being a coordinate as known in Newtonian or in special relativity physics, but as a form and a source of energy, where objects, in its motion as a function of time, may exchange energy measured by joules with time lapse of acceleration, and where a work unit like Newton, will not be sufficiently defined by physical distances when the motion is in fact a function of time.
  • it is not enough to calculate the physical distance traveled by the crankshaft piston, to know how many Newtons are needed for such motion, but instead we need to define a virtual distance traveled, based on different conditions of pressure and fluid displacement, before calculating the Newtons.
  • the cavity of the occupying structure contains an edge surface facing the camshaft side of cylinder.
  • the surface area (202-2) is smaller than the surface edge facing the crankshaft piston, allowing an initial acceleration of occupying structure, in the crankshaft direction, and in an opposite direction later during expansion stroke. Having an edge within the cavity of occupying structure, secondarily serves creating turbulence of fluid motion between primary and secondary combustion compartments, to allow better mixing of fluid and more complete burning.
  • a force application mechanism can be a magnetic force application or a turbocharge application, that can accelerate the occupying structure during an expansion stroke, causing an increase in the internal pressure of the combustion space without the need to suddenly use more combustion fuel, and without the need to exaggerate in the increase of a Rod/Diameter ratio for a crankshaft rod or mechanical gear.
  • Turbocharge and supercharge can be used in engines to enhance the compression ratio of pre-combustion fluid.
  • Turbocharge or supercharge in the disclosed system is used as part of a force application mechanism, to manipulate engine acceleration by force advancing the occupying structure, or through decelerating engine by minimizing pressure in the compression space.
  • the turbocharge in this application can also be a force application mechanism, that may connect multiple cylinders to a wind turbine.
  • the unsteady wind speeds, creating unsteady rotation velocity of a wind turbine creates difficulties in connecting a wind turbine to electric motor, solved by either expensive brakes arrangements or by positioning a pressure accumulator between the wind turbine and the electric generator, where such pressure accumulator could be responsible for more than half of the total wind input power.
  • the wind turbine can drive and operate a one or more hydraulic turbo charge pump, and where the operated fluid, is driven toward one or more cylinders, such that during a high wind speed, a force application mechanism, will direct fluid to more cylinders and still maintain steady velocities of operated electrical generators.
  • FIG.11 show test results using ANSYS analysis. and similar Initial parameters of combustion conditions in a (4) inches bore cylinders:
  • Non-manageable exhaust CO and NO reduction was proportionate with increasing internal pressure of primary combustion space, however with earlier mix of fuel and air, CO was eliminated with zero output was possible to accomplish. NO was decreased to 35 parts per million, compared to 11,000 parts of conventional cylinder.
  • the Relative-Motion Cylinder as a function of time, introduces the concept of negative mass ( mass of combustion fluid, displaced by floating piston) moving to a positive distance (power stroke), which mathematically means in Newtonian terms, producing rather than consuming energy, by way of minimizing time lapse of acceleration of the motion, where our method of dealing with such statement, is done by using complex numbers, to address the negative values of mass, where potential energy is given a Cartesian coordinate volume of acceleration vectors, rather than treated as a scaler in real number.

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  • Output Control And Ontrol Of Special Type Engine (AREA)
EP20202315.6A 2019-12-25 2020-10-16 Cylindre à mouvement relatif à quatre temps doté d'un espace de compression dédié Pending EP3842616A1 (fr)

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PCT/US2019/068510 WO2020139902A1 (fr) 2018-12-28 2019-12-25 Système de cylindre à structure d'occupation à mouvement relatif
US16/998,771 US11248521B1 (en) 2017-12-19 2020-08-20 Four stroke relative motion cylinder with dedicated compression space

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EP1424473A1 (fr) * 2003-03-24 2004-06-02 Siegfried Meyer Moteur à deux pistons
US7159544B1 (en) * 2005-10-06 2007-01-09 Studdert Andrew P Internal combustion engine with variable displacement pistons
US20090101004A1 (en) * 2007-10-19 2009-04-23 Johnson Jerald L Two part piston for an internal combustion engine
WO2019126833A2 (fr) * 2017-12-19 2019-06-27 Hanna Ibrahim Mounir Système de cylindre avec structure d'occupation à mouvement relatif
AU2019202270B1 (en) * 2018-12-28 2019-11-28 Ibrahim Mounir Hanna Cylinder system with relative motion occupying structure

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1424473A1 (fr) * 2003-03-24 2004-06-02 Siegfried Meyer Moteur à deux pistons
US7159544B1 (en) * 2005-10-06 2007-01-09 Studdert Andrew P Internal combustion engine with variable displacement pistons
US20090101004A1 (en) * 2007-10-19 2009-04-23 Johnson Jerald L Two part piston for an internal combustion engine
WO2019126833A2 (fr) * 2017-12-19 2019-06-27 Hanna Ibrahim Mounir Système de cylindre avec structure d'occupation à mouvement relatif
AU2019202270B1 (en) * 2018-12-28 2019-11-28 Ibrahim Mounir Hanna Cylinder system with relative motion occupying structure

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