Classifications

• • 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
  • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
  • F01B1/08—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders arranged oppositely relative to main shaft and of "flat" type
• • 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
  • F02B71/00—Free-piston engines; Engines without rotary main shaft
  • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby
  • F02B71/045—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby with hydrostatic transmission

Definitions

• the Hydra-Mechanical Dual Engine presented here is an aggregate motor where movement of pistons is generated using both, either the internal combustion process, or electrical power. While, the rest of the engine operation, such as: power and movement transmission; convertion of the rectilinear movement of the piston into rotary motion of the engine shaft; activation of other auxiliary functions and parts, are realized through the hydraulic-mechanical system. In this engine, the work and function of the piston-connecting rod-crankshaft mechanical linkage has been replaced by the piston-oil-rotor hydraulic interaction. The rotor is rigidly connected to the engine shaft.
• the Hydra-Mechanical Dual Engine is a combination of two power and motion generation systems, both connected to the same hydraulic mechanical system that performs the operation of the engine and all of its auxiliary components.
• the power generating systems are both, the conventional internal combustion system as well as the electric one.
• the rest of the engine which represents the invention claimed, is a hydraulic mechanical system that accomplishes all the engine work processes as well as the operation of all engine auxiliary parts.
• the hydraulic mechanical system performs the following basic functions: connecting the pistons and synchronizing their movement; moving cylinder lids and synchronizing their movement; forcing the hydraulic oil circulation; as well as the movement and synchronization of the cylinder valves when using internal combustion.
• the engine has both power generating systems installed, it can use both at the same time, or only the electrical system.
• the difference is made by the role played by the electric motor attached to the motor.
• the electromotor performs the starter role and then the internal combustion process takes the lead in moving the pistons, we use two power sources.
• the electromotor performs not only the initial role of the starter, but also serves as the feed source for piston movement, in which case the internal combustion process is completely bypassed, we have the complete operation of the engine as an electric motor.
• the pistons are designed to perform the same function as hydraulic pistons, thus pushing the oil under pressure.
• the cylinder as shown in Figure D, beyond the Bottom Dead Centre, is conceived so as to enable the oil fill of this part and the passage of the oil through a window opened at the end of the cylinder body.
• the middle part of the cylinder is removable and serves as a sliding cover. This adjustment enables full oil filling of the cylinder and airtight sealing of it when the piston performs its power stroke.
• the engine as a whole as shown in Fig. A and B, is a grouping of two blocks parallel to each other, placed cross of the engine main shaft. In Fig. A-a, for the purpose of clarification, each block is framed within a discontinued rectangle. As shown in Fig.
• Block A consists of: one rotor 10, which is rigidly joined to the engine main shaft 9; two cylinders 1 and 2, located on both sides of rotor; two pistons 5 and 6; two pairs of pushing shafts 21, one for each piston; two revolving arms; two sliding lids 15 and 16, one for each cylinder; two end joints, one per each pair of pushing shafts; one connecting rod 22; one crankshaft 23; two stearing gear 24, rigidly connected to the crankshaft; two intermediate gear 25; two crank gear 26; to connecting rods 27, which connect the crank gear with the respective sliding lid.
• the two blocks are connected and interact with each other in two ways: the first is by means of a pinion that is geared to one of the steering gears of each block; the second is by means of a revolving arm 29 connecting the end joints of one of the pushing shaft pairs of each block.
• the pinion serves to transmit in blocks the initial motion initiated by the starter, when the internal combustion process is used as the main source of energy, or as the primary means of transmitting power and movement when the motor is electrically only.
• the rotary movement of the engine main shaft and of the rotor fixed on it is loose and independent of the piston movement. This is due to the lack of mechanical coupling of the piston with the rotor.
• piston 5 is ready to start its power stroke. Meanwhile, the cylinder 1 is filled with oil and the lid 15 rests in closed position. The piston 5 pushes the oil toward the window 13 that connect the cylinder 1 with the chamber where rotor 10 rotates.
• the chamber comprising the cylinder space, the window space and the space between the two rotor blades positioned up and down the window forms a fully and hermetically sealed volume. Under these conditions, the only way for the oil to come out of this chamber is to push the blade of rotor 10 positioned opposite the window 13, giving rotary motion to the rotor 10 and consequently to the engine shaft 9.
• the oil pressurizes the rotor blade for a distance equal to the circumferential length between two blades, then, under the effect of centrifugal forces, exits into the interior of the engine. Communication with the interior of the engine is made possible through open windows 43 cut on the peripheral and side surface of the rotor cover.
• the number of rotor blades that are forcefully pushed during piston 5 power stroke equals the ratio of the volume of oil displaced by the piston to the volume between the two blades. This number determines the rotation that the main shaft of the engine receives during piston operation at power stroke.
• the pistons of each block are connected to each other by two pairs of pushing shafts 21 and two revolving arms 20 (see Figure C).
• the revolving arms 20 rotate freely around the main engine shaft 9 and are fixed in one side with the pushing shafts 21 of one piston, while on the other side with the pushing shafts 21 of the other piston of the same block.
• the revolving arm is constructed in such a way that it allows the straight-line movement of its joint with the pushing shafts and the rotation of the arm around the main engine shaft. As shown in Fig. F, this is made possible by the ability of the arm shaft to slide inside the arm cylinder, one end of which is joined to the pushing shaft.
• the arm cylinder can rotate to the point of attachment to the pushing shaft. Pistons of the same block, for the given configuration of the intermediate shafts system and revolving arms, always move in opposite directions to one another.
• the Hydra-Mechanical Dual Engine as a whole, is conceived with two parallel blocks, that is, with 4 cylinders in total, to enable its operation as a 4-stroke internal engine.
• piston C allows simultaneous passage of the piston 5 rectangular motion to the other engine pistons.
• piston 5 performs power stroke
• piston 6 performs intake
• piston 8 performs exhaust
• piston 7 performs compression
• the pistons perform: piston 7 power, piston 6 compression, piston 5 exhaust, piston 8 intake.
• the pistons perform: piston 6 power, piston 8 compression, piston 7 exhaust, piston 5 intake.
• the pistons perform: piston 8 power, piston 5 compression, piston 6 exhaust, piston 7 intake.
• all four engine pistons perform (in parallel) their 4-stroke cycles, simultaneously creating for the engine a 4-stroke cycle, but with the specificity that each of the four engine stroke is power one.
• the engine body comprises two blocks within it. It is configured in such a way as to create three main partitions around each block.
• the first compartment encloses cylinder 1
• the second compartment comprises the enclosure over cylinder 2, as well as the chambers where the gears and other movable parts are located
• the third compartment comprises all free space around the rotor cover and that below the cylinder 1.
• the first two compartments communicate with each other through the window 41, being in the same time completely isolated from the third one.
• the third compartment serves to collect the volume of oil that has completed the cycle of work on the rotor.
• the oil passes through the tubes 33 to the circular compartment 44 of the circular deposit 42 covering the cylinder 1.
• the circular compartment 44 communicates with the circular deposit 42 through the window 40 positioned in its upper part.
• each piston must withstand during its power stroke not only the resistance presented by the respective rotor but also the work of moving the mechanical linkage between the pistons, as well as the gear system of the four sliding lids of the engine. Practically, the whole gear system only serves for lid movement and synchronization, so the resistance presented by this system is not sensitive to piston operation.
• the positioning of the lids at any time of the cycle is such that only one of them, namely the respective lid of the cylinder where the power stroke is performed, realizes the cylinder closure and creates the pressure conditions inside the cylinder.
• Two other lids are opened, as such they do not present resistance, while the fourth one, even though closed, does not represent resistance, as the respective piston performs the exhaust stroke, that is moves towards TDC. So, given that the resistance presented by the mechanical linkage system and that of the gears of the lids is relatively low, not to say negligible, the real work of the piston at the power stroke is to only withstand the resistance presented by the rotor and the realization of its motion.
• Fig. A-a shows the top view of The Hydra-Mechanical Dual Engine, which consists of two parallel blocks transversely mounted on the engine main shaft.
• each block is framed within a discontinued rectangle and is marked with different letter.
• Fig. A-b shows the appearance of plan-section A-A. The positioning of pistons 5 and 6 against rotor 10 is highlighted in this figure.
• FIG. B shows the schematic orthogonal view of The Hydra-Mechanical Dual Engine, stripped of the engine body.
• Fig. C shows the orthogonal appearance of the mechanical linkage between the pistons. This figure allows one to easily understand the fact that the given configuration of mechanical coupling between pistons by means of pushing shafts pairs and rotating arms favors the simultaneous movement of the pistons. Also, here is clearly perceived the opposite direction of the pistons, both within the block and between the two blocks. This fact enables the 4-stroke cycles to be performed simultaneously by all four pistons, and the combination that when one piston completes its power stroke, the other pistons perform the other three stroke. This last combination results in the engine as a whole running a 4-stroke cycle, each stroke being in fact power stroke. Fig.
• FIG. D shows the orthogonal view of a cylinder (Fig. D-a), the front view of the cylinder (Fig. D- b), as well as the appearance of the plan-sections A-A, as defined in Fig. D-b.
• the cylinder is conceptually divided into three parts, where the middle part 2 serves as a sliding cover.
• the lid 2 slides over the third part of the cylinder body, the latter having an outer diameter equal to the inner diameter of the lid 2.
• the two extreme parts of the cylinder are joined by two guide shafts 3 that serve to maintain stability and precision of lid 2 movement.
• Both, Fig. D-a and Fig. D-c give a better perception of the window 4 positioning at the end of the cylinder.
• FIG. D-c presents the view of the plan-section A-A defined in Fig. D-b.
• This figure shows the relative positions of the cylinder parts, the lid, the two piston positions (TDC and BDC), and the length of the piston stroke (s).
• Fig. E shows the top and front view of the engine body (Fig. E-a), appearance of the plan-section A-A (Fig. E-b), and the appearance of the plan-section B-B (Fig. E-c)
• Fig. F shows the side view of a revolving arm, as well as the appearance of the respective plan- section A-A.
• the plan-section A-A serves to clarify the positioning of the shaft of the arm within the respective arm cylinder and to understand the mode of interaction between them.
• Fig. G represents intermediate gear 21.
• the orthogonal view highlights the semi-sector of the gear where the teeth are reduced to a portion of their width. This modification makes it possible for the sliding cover to remain stationary in the extreme position where it is, while the piston performs one of the cycle strokes. More precisely, the initial positioning of the gears and connecting rods should be such that when the lid is idle, the piston performs either power stroke (lid is closed), or intake stroke (lid is open).
• Fig. FI represents orthogonal view of the rotors and main shaft. The purpose of this figure is simply to clarify the shape of the rotor blade. The shape of the rotor blade should be such that it fully matches the shape of the cylinder window where the pushing oil passes.
• the model shown schematically here in Fig. A and B can be considered as the best basic model for the implementation of The Flydra-Mechanical Dual Engine invention.
• the model has flexibility in the size variation of its parts to obtain a range of power values and rotating speeds at the output.
• the schematically illustrated engine in Fig. B is the basic model of the invention. It fully represents the functional configuration and design of The Flydra-Mechanical Dual Engine.
• the cylinder is conceptually divided into three parts, where the middle part serves as sliding cover.
• the lid slides over the third part of the cylinder body, the latter having an outer diameter equal to the inner diameter of the lid.
• the two ends of the cylinder are joined by two guide shafts that serve to maintain stability and precision of lid movement.
• the Hydra-Mechanical Dual Engine gets added value, as one active shaft can be fully dedicated to the main engine operation, while the other active shaft can be dedicated partly to the engine operation and partly to the auxiliary and parasitic functions of the engine, such as the dynamo operation, oil pumps, air conditioners, water circulation system, etc.
• Hydra-Mechanical Dual Engine as presented here, can find application in all areas of industry and technology where internal combustion engines or electric power motors are currently used. The most noticeable advantages are in the road, rail and sea transport sector, especially in machines and equipment, where high rotational speed is required at engine output. The high levels of rotational speed that the engine shaft receives, as well as the flexibility of the two main active shafts, make this model quite suitable for use in power generation, or as a primary in hybrid electric car aggregates. Furthermore, the operation of this model solely based on its electrical component of the power source, combined with additional power generators, represents in itself a genuine electric motor aggregate suitable for any electric vehicle.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Hydraulic Motors (AREA)

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• 2019
  • 2019-11-29 EP EP19839661.6A patent/EP4065817A1/de active Pending
  • 2019-11-29 WO PCT/IB2019/060178 patent/WO2021105745A1/en unknown

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