GB2108198A - Variable capacity internal combustion engine and output shaft arrangement - Google Patents

Abstract

The piston heads 53 are adjustable axially relative to the remainder of the pistons to vary the engine compression ratio. A microprocessor is used to vary the compression ratio in dependence on engine operating conditions and may also control fuel injection, the pressure of air supplied by a compressor and the valve timing. The piston connecting rods 57 have gear teeth 58 engaging output shaft gear wheels 59, 62 including freewheel devices. The rods 57 are connected to a crankshaft 65 which effects return strokes of the pistons. <IMAGE>

Description

SPECIFICATION Microprocessor controlled variable capacity internal combustion engine with optional contant mechanical advantage driveshaft.

This invention relates to the improved use of fuels in an internal combustion engine, which has variable capacity combustion chambers, with controlled fuel and air charging, under the control of a microprocessor, in which as an option to the conventional crankshaft, the crankshaft may be replaced by a constant mechanical advantage driveshaft, and the camshaft may be replaced by a timing controller on the microprocessor.

Whilst the volume of the combustion chambers are adjusted, the compression pressure is kept constant by a turbo-compressor charger, acting in conjunction with an electronically controlled air pressure reducing valve, under the control of the microprocessor. In the case of long stroke engines, which self-charges the cylinders with air to suit the maximum capacity condition, the air flow rate is throttled down by means of an electronically controlled valve for all other combustion chamber capacity settings. Another means of charging the cylinders with air at high pressure or relatively low pressure is the use of a penumatic circuit, in which a twin head horizontally opposed diaphragm type compressor, synchronously driven by the engine, charges the cylinders directly with air, to suit the required compression pressure and capacity setting.The combustion chambers' capacities and the required compression pressure are synchronised in all cases by the hard wire programme of the microprocessor.

Yet another object of this invention is to provide adjustable piston heads which can be actuated sufficiently accurately, and rapidly, with precise control at top dead centre.

The scope of the invention is defined by the appended claims; and how it can be carried out will be apparent from the following description and accompanying drawings wherein: Figure 1 is a longitudinal section of the piston, and cylinder.

Figure 2 shows an electric brake gearmotor with off set gearbox.

Figure 3 shows the engine control circuit, and fuel injection.

Figure 4 is a cross section of the constant mechanical advantage driveshaft engine with variable capacity combustion chambers.

The piston heads are rotated in a multicylinder engine by fitting the cylinders with cylinder liners, which project below the cylinder block, such that ring gears can be fitted to the periphery of the extended liners, to mesh with each other, and the servo-motor's drive gear, located on the servo motor's drive shaft.

The liners are fitted top and bottom with ball bearings, which are housed in recesses in the cylinder block, thus making the said liners rotatable. The piston heads are fitted with keys which mate with keyways in the liners, and alternate piston heads have right hand and left hand threads, so that rotation of the liners by the electric brake gearmotor rotates the piston heads in unison and in the same direction.

With the keys on the piston heads extending between the piston rings, sealing the keyways does not present any problems, and in order that the piston is at all times in a state of dynamic balance, there are four equispaced diameterically opposite keys and keyways.

Another means of adjusting the height of the piston heads is shown in Fig; 1 which comprises a partly splined Inconel alloy rod (4) having press fitted stellite tipped splines.

One end is screwed into a rotatable piston head (7), with locking thread inserts, whilst the opposite end reciprocates within a stainless steel rotatable socket (3) with mating keyways. The socket is fixed and sealed to the inner race of two sealed ball bearing races (6), which are sandwiched between two pre-lubricated stepped composite thrust washers, having a stainless steel backing, an impregnated bronze interlayer, and an overlayer of PTFE.

Such washers can withstand temperatures of up to 280 degrees centrigrade are oil resistant, and have negligible stick slip. A torque tightened srewed boss (1), is screwed into an adaptor boss (5) which is screwed into the cylinder head (10), though on production models the latter bos could be cast with the cylinder head. An insert screwed into the boss marked (5) flush with the cylinder head and fitted with '0' rings seals the socket against cylinder gases. To assist rotation of the piston heads, a helical compression spring (not shown) would be fitted between the piston head and piston body. Thus with close manufacturing tolerances, and sufficient torque applied to the boss marked (1) the socket will be gas tight, but free to rotate. The assembly would be pressure tested before being fitted to the cylinder head.The piston head (7) is screwed to the piston body (8) with thread inserts of the free running type interposed between the threads and marked (12). The cylinder liner is marked (11) the piston rings (9), and gear wheel (2). A longitudinal hole drilled through the rod, to vent and cool the rod but not shown on the drawing, could be used since the socket and cylinder are about equally sealed against gases, and there would be little differential pressure between the socket and the sump of the engine. A suitable molybdenum based lubricant would be used to lubricate the splines.

Fig; 2, shows a 1 2V electric brake gearmotor with off-set gearbox (1 3) with reduction gearing, for high torque and accurate location of the piston heads. The drive shaft would have a gear wheel fitted to the drive shaft for the first method of rotation, in which the cylinder liners are rotated, or with worm gearing of the double envelope form to mate with the gear wheels on the sockets in the second method of rotation. At rest the motor is braked, but when energised its disc brakes are released. The servo-motor rotates clockwise or anti-clockwise, and the piston heads are rotated concurrently, whilst the engine is running, and preferably during periods when the clutch is open, i.e; when changing gear, when the piston heads are not under load.Sensors implanted in the servo-motor's drive gear wheel will record the position of the piston heads, by counting the number of clockwise, or anti-clockwise turns, with respect to a suitable fixed datum, such as the nominal capacity of the combustion chambers, and remain on file when the vehicle is laid-up.

Fig; 3, shows the engine control circuit to which the following reference numbers apply: 1 7. Air intake and turbo-compressor charger 18. Air inlet manifold.

1 9. Air temperature probe 20. Air flow pressure regulator.

21. Throttle switch.

22. Cold start injector.

23. Auxiliary air valve.

24. Fuel injector nozzle.

25. Fuel pump.

26. Fuel filter.

27. Fuel pressure regulator.

28. Fuel Regulator.

29. Ring Gear.

30. Thermo time switch.

31. Temperature sensor.

32. Compression pressure sensor.

33. Rotational speed sensor.

34. Reference mark sensor.

35. Microprocessor with input facility, and L.E.D; display unit.

36. Turbo-compressor rotational speed regulator.

37. Ignition switch 38. Ignition coil for spark ignition engines only.

39. Distributor for spark ignition engines only.

40. Electric brake gearmotor. (servo motor) 41. Piston heads position sensor.

42. Gear ratio engagement sensor.

An alternative means of air charging the cylinders, at the required rate and pressure, to suit the optimised compression pressure, and capacity setting, is the use of a twin head horizontally opposed diaphragm type compressor, synchronously driven by the engine, and initially supplying a small air receiver vessel, via a non-return valve. From the air receiver it would be fed through electronically adjustable air pressure reducing valves, actuated by the microprocessor, and injected into each cylinder, at the required rate and pressure, to satisfy the capacity setting, and optimised compression pressure, in relation to the fuel octane number. For a low pressure system consideration could be given to injecting both the fuel and air together through the same nozzle, in which there would be a spinning turbine blade immediately before the nozzle, driven by the air flow.Such a device would deliver the air fuel mixture in a highly microturbulent and homogeneous state, in which the nozzles would cause atomisation, and evaporation. Such a system would operate as a closed circuit, and by charging the cylinder at top dead centre, for a high pressure system, on the forward explosion stroke, the power lost in driving the compressor would be compensated. For a low pressure system, the cylinders would require charging during the backward compression stroke, when the air inlet valve is closed. The high pressure system would only be used on diesel compression engines, which work on a constant pressure cycle.

In the case of the high pressure system described above it might be found necessary to employ a spark plug, or high spark energy to promote the explosion stroke. Reference at this juncture should be made to the accompanying treatise entitled 'The variable capacity Diesel Cycles' which describes the application of the invention in more detail, from a theoretical point of view.

The requirements for clean efficient combustion may be summarised by the following three factors i.e; maintaining a short combustion period, with fast burn, and reliable ignition of lean mixtures: a) High homogenity of the mixture, achieved by better atomisation and evaporation of the fuel.

b) Ignition with high spark energy in the case of Otto spark ignition engines.

c) Intensive movement, preferably microturbulence of the mixture during combustion, accompanied by high compression pressure immediately prior to ignition.

The function of the microprocessor is to interface and synchronise all the engine running variables, issue control signals to the various control valves, and meters, as well as store in its memory such parameters as engine capacity setting, fuel octane number, motoring conditions, whether spark or compression ignition is required, and so on. It would be responsible for maintaining the optimised fuel air ratio at all times except when reducing speed. The optimised fuel-air ratios are approximately 23:1 for compression ignition diesel engines, and 1 7:1 for Otto spark ignition engines. In order to increase the optimised fuel-air ratio by fuel enrichment the driver would fully depress the throttle, when for example fast response would be required in overtaking.Such an engine would differ from present engines therefore, in that it would always burn the optimised fuel-air mixture, except in exceptional circumstances.

In the case of heavy goods vehicles, it would also store in its memory whether laden or unladen, and the microprocessor would also interface between gear ratio engaged and capacity setting of the combustion chambers, in order that an adequate capacity would be selected. With an adjustable capacity engine fewer gear ratios would be required since control of the torque would be by way of the said invention, and not solely dependant on gear ratios and fuel mixture enrichment above the optimised ratios specified above, which is the position with fixed capacity engines, in which the capacity of the combustion chambers remains constant. It can be shown that for maximum efficiency in fuel consumption, large diesel engines must operate within a narrow band of engine revolutions.

Accordingly, the microprocessor would be hard wire programmed to increase the capacity setting during periods when the clutch is open, for any sudden demands for increased torque related to the gear ratio engaged, as well as for normal acceleration. Conversely for constant vehicle speed and during periods when the clutch would be open for changing up gear ratios associated with increasing speed the capacity of the combustion chambers would be reduced compatible with the desired constant speed. For all settings of the combustion chambers, the microprocessor would be hard wired such that the optimised fuel ratio would be used, except of course when slowing down, or overtaking on the highway.

The input facility would comprise a touch button keyboard, for the following information: Fuel Octane number Laden or unladen including total load.

Desired speed for motorway travel Approximate wind speed.

Motoring condition such as motorway constant speed, or other types.

Spark or compression ignition.

Such a facility would require a display unit in the form of an L.E.D; (light emitting diode) which would show at a glance the selected parameters, and programme mode in which the engine was programmed. It could also display the speed of the vehicle, engine revolutions, torque, engine temperature, fuel left in tank, as well as rate of consumption of fuel.

In addition it could display the engine compression, calculated on a suitable time base, in common with the engine revolution counter.

Another feature which would be embodied in the microprocessor would be a colour change in the engine revolution counter digits, whenever a gear change was recommended. For fuel efficient low revving high torque heavy goods vehicle diesel engines, the relatively narrow band of usable revolutions lies between 1,300 R.P.M., and 1,800 R.P.M., and the colour code for the digits would be green. Outside this band the colour code would be red, the point at which gear changes can be made, encouraging the driver to drive the vehicle at a steady speed. With such engines the inventor envisages cutting the number of gearbox speeds down to four or five, and using the variable torque characteristics of the engine to provide the difference, for smooth running, and efficiency in fuel consumption.The use of fewer constant mesh gears would reduce the amount of power required to drive the gears, and this factor would be important when driving the vehicle especially in the unladen state when the engine capacity would be adjusted to its lower ratings.

The fuel injection system differs from existing electronically controlled injection systems in that the air charging pressure and rate are also controlled by the microprocessor. It also differs in that the rate and pressure of delivery is controlled with respect to the variable combustion chamber capacities, so that lean mixes are burnt with minimum toxicity, in the emission exhaust gases. The pressure and delivery rate of the air charging the cylinders is also controlled with respect to the fuel octane number to provide an optimum compression pressure with respect to the fuel octane number, whether this be petrol, diesel oil, alcohol, propane, methane, or any other acceptable gas, or propellant.For constant engine speed such as motoway travel the engine compression pressure would be optimised with respect to the engine temperature and engine revolutions, by means of the adjustable piston heads, and not the air charging pressure.

Engine compression pressure is defined as the pressure of the compressed air fuel mixture immediately prior to the explosion stroke.

The stroke length of such an engine remains constant except during periods of adjusting the volume of the combustion chambers, and it is therefore important to maintain control over the air charging pressure, if full advantage is to be taken of the variable capacity characteristics of the engine. The turbocompressor charger whilst relying on the engine speed for its own rotational speed, requires a fan that can deliver air at pressure, which can be adjusted by an air pressure reduction valve. Such a turbo-compressor charger exists which employs a mixed flow fan. A mixed fan as its name implies, is a cross between an axial flow fan, and a centrifugal impellor type.Automotive fans used for cooling are of the axial flow type, but are limited in performance by the speed of the engine, whilst centrifugal types are capable of delivering air at high pressure, but because of their size are not used in automotive designs.

Suitable mixed flow fans would require to be designed to suit the various nominal capacity ratings. The nominal rating is defined in the context of this invention, as the capacity of the combustion chambers when the piston heads have reached two thirds of their forward travel, since one third of the threads are required for securing the piston head to its body in the minimum capacity position.

In the case of the pneumatic high pressure circuit for use with compression ignition en gines, the inlet valve for the air would be actuated by the same device as the one which actuates the fuel inlet valve. The incoming jet stream of high pressure air would be directed to strike the incoming jet stream of atomised fuel resulting in a more uniform burn up of gases than is possible without such a means of charging. The energy used in compressing the air would not be lost since it would be released in common with the fuel, as the piston moves out on its forward stroke, thus helping to do useful work, whilst the volume of air entering the cylinder would also be controlled by the hard wire programme, so that the optimum quantity of air would be injected by weight, in relation to the quantity of fuel by weight injected, for clean and efficient combustion.

This invention is applicable to marine engines, automobile engines, for light or heavy vehicles, of the conventional crankshaft construction, or to such engines which utilise a constant mechanical advantage, in which the timing camshaft is replaced by the microprocessor, and the crankshaft is replaced by gear wheels. Apart from the great mechanical'efficiency in having an engine with constant mechanical advantage, the saving in mass of moving parts is of considerable importance in saving fuel. The connecting rod with the piston has gearing on both sides, which meshes with two gear wheels one on either side of the connecting rod, which are mounted on two drive shafts. The gearwheels are provided with ratchets so that they freewheel during periods when the connecting rod is returning the piston to top dead centre position.The bottom end of each connecting rod is pinned to the top end of a secondary connecting rod so that it is free to pivot. The bottom end of the secondary connection rod is connected to a very light weight crankshaft with conventional big end bearings. It need only be light weight since its only function is to return the pistons and provide the compression pressure for combustion of the fuel. It does not play any part in the power transmission such as conventional crankshafts. Thus we have a constant mechanical advantage engine, with two drive shafts which transmit the power to the gearbox, and the camshaft where fitted.

The camshaft is replaced by a timing controller on the microprocessor which receives signals from the gearing on the connecting rods, in which sensors are implanted. The signals received by the line terminator are translated into an output signal which regulates the opening and closing of solenoid valves which replace the conventional push rods and poppet valves, though it is not necessary to replace the camshaft for the constant mechanical efficiency engine to function satisfactorily. But this is as good a time as any for such an improvisation, which further reduces the resistance to motion, by reducing the number of moving parts, as well as valve spring resistances.

Where the camshaft is not replaced by the microprocessor, the camshaft will be synchronously driven by conventional gearing with the light weight aluminium alloy crankshaft in the usual way. It is important to note that one drive shaft rotates in a clockwise direction, whilst the other rotates in an anti-clockwise direction. Where the camshaft is replaced, only one drive shaft is required, but a free wheeling gear on one shaft will still be required for maintaining the connecting rod in position, and securing the vertical motion of the connecting rod. In such a case the free wheeling gears and shaft will be smaller in size than the main drive shaft.

Fig; 4, shows a typical cross section of the variable capacity cylinder with constant mechanical advantage drive shaft, in which the following reference numbers apply: 50. Ball bearings.

51. cylinder liner 52. cylinder liner ring gear.

53. piston head.

54. helical coil threads of the free running type.

55. cylinder body.

56. piston head keys.

57. connecting rod.

58. connecting rod gear teeth 59. drive shaft gear wheel wheel incorporating ratchet or sprag clutch.

60. gearbox drive shaft.

61. second drive shaft.

62. second drive shaft gear wheel, incorporating ratchet or sprag clutch.

63. Pivot bearing connection, and small end bearing.

64. secondary connecting rod, of light weight aluminium alloy.

65. light weight aluminium alloy crankshaft.

66. big end bearing.

The invention described above differs from other constant mechanical advantage engines in that a light weight crankshaft is used for maintaining the reciprocating motion of the pistons in a multi-cylinder engine, as well as retaining uniformity of timing between the pistons, unlike known inventions which use springs, hydraulic pressure, and even planetary gearing. The disclosed invention above thus retains the advantages of the conventional crankshaft engine, whilst improving the mechanical efficiency of the engine with a constant mechanical advantage drive shaft, which replaces the heavy weight conventional crankshaft, in which the mechanical advantage continually varies.

Designing the hard wire programme for the microprocessor would be accomplished after a number of test experiments on a test rig. The results of engine speed in RPM;/torque developed/fuel consumption/capacity setting of combustion chambers, would enable the manufacturer to recommend combustion chamber settings to match various motoring conditions, such as cruising on the motorway, at a desired apeed, whether laden or unladen particularly in the case of heavy goods vehicles, traffic crawls, climbing hills, descending hills, accelerating from a stationary position, though this would automatically be performed during periods of changing gears, and adequate combustion chamber capacity would be provided tc cope with the gear ratio in use.

The hard wire programme would also control the rate and pressure of delivery of the fuel, and experiments would be carried out to determine the exact ratios by weight of air to fuel to obtain the maximum efficiency. Such experiments, would require a manomometer to measure the power developed, i.e., the kilowatts developed for varying ratios of fuel air mixture, so that the hard wire programme could be designed for onboard use in the vehicle.

A third means of charging the cylinders with air at the optimised rate and pressure, would be to design a long stroke engine in whicn the optimised compression pressure is satisfied for the maximum parameter rating, whilst the electronically controlled air pressure reducing valve is used to control the rate of flow for all the other ratings down to the minimum parameter rating.

For lean efficient combustion having minimum toxic gases in the emission exhaust gases, nd better volumetric efficiency, it is esser.-ial to control and vary the compression pressure, in relation to the fuel octane number, kus also in relation to the actual engine revolutions, and engine temperature. The most important factors for the efficient combustion of lean mix fuels is to obtain a high degree of homogenity, with intensive movement preferably microtubulent movement of the mixture immediately prior to combustion, accompanied by a high compression pressure, at least as high as possible without causing pre-ignition, or engine knock in the case of the compression ignition engine.It is therefore considered an advantage to have a reciprocating rod within the combustion chamber which will promote the former two qualities.

The present state of the art is such that for efficient r ombustion, for constant speed cruising on the motorway, there is an optimum fuel mixture (fuel air) by weight, at optimum engine revolutions, with a fixed compression ratio, utilising an optimised gear ratio, with optional overdrive in some case, or more recently a run free gear. There is however an optimum power to load, in addition to a variable compressure pressure, which would be optimised in relation to engine speed, and engine temperature controlled by the microprocessor's hard wire programme, with this invention. Furthermore with precise control over the variable torque, in particular with respect to its rate of change, small engines of long stroke design, used in family saloons, would require only two gear ratios, or three at the most.With such engines in order to increase speed, depressing the throttle would make the combustion chamber larger, whilst the fuel mixture would remain at its optimum ratio, without resorting to fuel enrichment, with the attendant extravagant use of fuel.

Consideration would be given to some enrichment to improve performance in overtaking, which would be effected by fully depressing the throttle.

Such engines are controlled by means of a line terminator, on the microprocessor, fitted with a two wire data transmission/acquisition, which continually scans the status of the valves, pumps, engine revolutions, capacity setting, gear engagement ratio, engine temperature, road speed, in addition to all the other variables shown in Fig; 3, before transmitting new instructions to the control valves and meters. The fuel injection system is responsive to input data, including position of gas pedal (throttle), compression pressure, air charging pressure and rate, the microprocessor being also responsive to input data from the keyboard programme memory, translates the input data into an output signal which regulates the pressure and delivery rate of the fuel/air mixture, so that the most economic lean mixtures are burnt, with the minimum of toxic gases in the exhaust emission gases.

One advantage in the use of this type of engine, is that if fitted with with a partitioned fuel tank, a low octane lead free fuel could be used in town and city motoring, whilst a high octane high compression fuel could be used for cruising on the highway.

Most pollution in large cities and towns is caused by 'stop-start' motoring where excessive fuel enrichment takes place, when accelerating from a stationary position. With the inventor's engine, no such excessive fuel enrichment is necessary, and control of the fuel air mixture by the microprocessor ensures that excessive fuel enrichment does not in fact take place. It has been shown that with the method employed in fuelling the engine described above, carbon monoxide has been reduced to trace values in the exhaust fumes, whilst there is a considerable reduction in nitrous oxides, on average up to 50 percent reduction.

As an alternative to ratches and pawls mentioned on sheet 10 which are used for freewheeling of the driveshaft, a Sprag clutch might be considered, which is more compact, which comprises a full complement of shaped steel aprags, or wedges, located in the annular space between the inner and outer steel races. Power is transmitted from one race to the other by the wedging action of the sprags between them. Rotation of one race in the driving direction causes the wedges to tilt thus transmitting the torque in full from one race to the other. An expanding coil spring actuates the wedges exerting on each wedge a tilting force which keeps the wedges in light contact with both inner and outer races.There is thus no lost motion, the driving torque being instantaneously transmitted between races, in any clutch of this action, and will transmit a greater torque in relation to its size, and weight than any other type of comparable clutch.

Consideration might be given to the use of a clutch operated flywheel in the case of the constant mechanical advantage driveshaft engine, to provide additional engine braking torque.

It is clear that in a world of diminishing hydro-carbon fuel resources, there is a great demand for alternative fuel engines, and with most land based vehicles there is a need for engines for the very highest efficiencies, both with respect to volumetric efficiency, and mechanical efficiency. With diesel engines which have virtually placed all power units for sea going vessels, the requirement for fuel efficiency is just as great.

Thus by reducing the mass of rotating parts, and introducing an engine with constant mechanical efficiency, the inventor believes that he has succeeded in increasing the mechanical efficiency of the internal combustion engine. In producing the design for an engine having a variable power factor, based on scientific research, incorporated in a hard wire programme of a microprocessor, or programmable logic controller, which matches optimised power to required torque, the inventor believes that he has succeeded in the object of increasing the volumetric efficiency.

A further object of this invention is to develop an engine with clean exhaust. This has been achieved by increasing the compression pressure, with respect to engine speed, and temperature, and by only burning lean mix fuel mixtures, in a combustion chamber which promotes microturbulence, and a fuel injection system in which the nozzles promote evaporation, and atomisation, of the fuel immediately prior to combustion. In addition to the above qualities, the inventor has hoped that he has made a substantial contribution to the Clean Air legislation, by the use of lead free petrol, in areas of dense population, or a further improvement made possible by burning only gas or alcohol, which cause the minimal pollution of the atmosphere, and air which we breathe, apart from conserving the fuel resources of the nation.

CLAIMS 1. An l.C.E; comprising cylinders and pistons having piston heads adjustable along the longitudinal axis thereof, so as to increase or decrease, the volume of the combustion chambers, with respect to the nominal volume of the chambers, in which a turbo-compressor charger, in conjunction with an electronically adjustable air pressure reducing valve, controlled by the microprocessor charges the cylinders with air at the required rate and pressure to suit the combustion chamber capacity setting compression pressure.

2. An l.C.E; according to Claim 1, but of long stroke design, which self-charges the cylinders with air at the required rate and pressure to suit the maximum capacity rating of the combustion chambers, in which an electronically adjustable air pressure reducing valve alone, under the control of the microprocessor, adjusts the rate of flow of the air to the cylinders for all other capacity settings of the combustion chambers.

3. As an alternative means of charging the cylinders with air at the required pressure to suit the optimised compression pressure, for the fuel in use, a pneumatic circuit under the control of the microprocessor would be used, in which a twin head horizontally opposed diaphragm type compressor, synchronously driven by the engine, and initially supplying a small air receiver vessel, via a non return valve, would be fed through adjustable pressure reducing valves actuated by the microprocessor and injected into each cylinder at a pressure to suit the required compression pressure and capacity setting of the combustion chambers.

4. An l.C.E; according to Claims (1-3) inclusive, in which a microprocessor interfaces between the combustion chamber capacity setting, and actual compression pressure measured by the compression pressure probe, and re-adjusts the compression pressure, by means of the adjustable piston heads, to an optimum value in relation to the engine revolutions and engine temperature.

5. An l.C.E; according to Claims 1 and 4, in which the said piston heads are screwed to the piston bodies with helical coil thread inserts of the free running type interposed between the threads, in which the said piston heads are rotated by means of a splined rod fixed to the piston head at one end whilst the other end reciprocates within a mating socket, which has a rotatable bearing comprising ball bearing races, thrust washers, and screwed bosses, of such location and configuration, which allows the socket to rotate but seals the connection against cylinder gases.

6. An I.C.E; according to Claims 1 and 4, in which as an alternative to the previous Claim, the piston heads are rotated by means of the cylinder liners, which are extended below the cylinders, and fitted with ball bearings top and bottom which are housed in recesses in the cylinder block, the said piston heads are fitted with diametrically opposite keys which mate with keyways cut in the cylinder liner, and the periphery of the extension of the liners are fitted with ring gears, to mesh with each other and the servo motor's drive gear wheel, to form a gear train, in which rotation by the servo-motor rotates the piston heads in unison and in the same direction.

7. An l.C.E; according to Claim 5, in which an electric brake gearmotor equipped with sprocket wheels and chain drives on the drive shaft, rotates the sockets, which rotates the piston heads, concurrently and whilst the engine is running, or according to Claim 6, in which an electric brake gearmotor equipped with drive shaft and drive gear wheel, rotates the piston heads by means of inter-related gearing, so that each cylinder's combustion chamber is adjusted equally, by each revolution or part thereof at any instant in time, the capacity of which is continuously recorded by the microprocessor, by means of sensors implanted in the servo motor's drive gear wheel, locking the adjusted piston heads by means of its disc brakes which act instantly on deenergizing the electric brake gearmotor.

8. An I.C.E; according to Claims (1-7) inclusive, in which a microprocessor is hard wire programmed to select the most efficient combustion chamber capacity for any particular motoring condition, by matching an increasing or decreasing combustion chamber capacity to the required torque without fuel enrichment above the optimised air-fuel ratio, in which the said microprocessor is responsive to input data including position of the gas pedal, gear ratio engaged, engine speed, compression pressure, engine temperature, the said microprocessor being also responsive to input data from the touch button keyboard programme memory, translates the input data into an output signal which regulates the pressure and delivery rate of the air-fuel mixture to the cylinders.

9. An l.C.E; according to Claims (1-8) inclusive in which said microprocessor is hard wire programmed to select an adequate combustion chamber capacity in relation to the gear ratio engaged, and in the case of heavy goods vehicles, with respect to whether laden or unladen, in which the variable torque characteristics requires fewer stepped gear changes, than hitherto possible, to provide smooth acceleration, the said microprocessor being fitted with a visual display unit in which green L.E.D.'s are for normal use, and red L.E.D.'s (light emitting diodes) for warning or recommending a gear change.

10. An l.C.E; according to Claims (1-9) inclusive, in which a programmable microprocessor is hard wire programmed to synchronise the adjusted combustion chamber capacities, and the compression pressure, to suit any particular fuel octane number, including any grade of petrol, gas, alcohol, or diesel oil, the microprocessor having a touch button input facility for such constants, and light emitting diodes' display unit for visual verification.

11. An l.C.E; in which the said microprocessor is provided with a Manual Override touch button, in which position the electric brake gearmotor returns the engine combustion chamber capacities, to the nominal capacity rating, in which position the engine functions without the aid of the microprocessor.

12. An l.C.E; with constant mechanical efficiency driveshaft, in which the connecting rod is geared with gear teeth to mate with two driveshaft gearwheels, which freewheel on the backward stroke of the pistons, by means of a ratchet and pawl mechanism, or a sprag clutch, which allows the driveshaft to be driven on the power stroke, whilst permitting the return of the pistons on the backward stroke, during adiabatic compression of the fuel mixture, as well as on the exhaust stroke, thus maintaining a constant mechanical advantage, since the distance between the longitudinal centre line of the connecting rod, and the driveshaft gear wheel centre of rotation remains constant.

1 3. An l.C.E; according to Claim 12, in which the conventional crankshaft, may be replaced by a constant mechanical advantage driveshaft, in which the timing and reciprocating movement of the pistons is maintained by a light weight aluminium alloy crankshaft, with aluminium alloy connecting rods, and conventional end bearings, in which the bottom end of the geared drive connecting rod is free to pivot with the small end bearing of the aluminium connecting rod.

14. An l.C.E; according to Claim 13, in which the camshaft is rotated by gearing with the crankshaft to actuate the push rods for opening and closing the valves, or where the camshaft is replaced by a timing controller on the microprocessor one of the shafts geared to the connecting rod, is used in conjunction with a free wheel gear to maintain positional tolerance of the drive connecting rod, during rotation of the engine.

15. An l.C.E; according to Claim 14, in which the camshaft is replaced by a timing controller on the microprocessor, which receives timing pulses from a sensor on the drive connecting rod, or drive shaft, which electrically opens and closes synchronously, solenoid valves on the cylinder head, which replace the conventional valves and push rods.

16. An ICE; according to Claims (1-15), which by means of improved atomisation and evaporation effected by means of the fuel injection nozzles, and improved microturbulence effected by a mixing chamber in which a spinning turbine blade througly mixes the fuel and air prior to injection, or in the case of the high pressure pneumatic circuit, by means of impinging jet streams of fuel and air, burns lean mix fuel-air mixtures, with minimum toxic gases in the exhaust emissions.

17. An l.C.E; according to Claim 3, in which a high pressure pneumatic circuit injects air during the explosion stroke and thereby recovers power lost in raising the air pressure by using the pressure energy to do useful work.

1 8. A fuel efficient variable capacity, crankshaft, or constant mechanical advantage driveshaft, internal combustion engine, having spark or compression ignition, with microprocessor engine control, which develops between its maximum and minimum parameters an infinitely variable torque, at constant engine revolutions, using only an optimised fuelair mixture, in which a hard wire microprocessor program matches an optimised power to load and desired speed, substantially as described hereinbefore, and illustrated in the accompanying drawings.

CLAIMS (25 June 1982) 9. An l.C.E; according to Claims (1-8) inclusive in which the said microprocessor or programmable controller, is hard wire programmed to select an adequate combustion chamber capacity in relation to the gear ratio engaged, and in the case of heavy goods vehicles, with respect to whether laden or unladen, in which the variable torque characteristics requires fewer stepped gear changes than hitherto possible, to provide smooth acceleration, the said microprocessor being fitted with a visual display unit wired in tandem, in which green L.E.D.'s are for normal use, and red L.E.D.'s (light emitting diodes) for warning or recommending a gear change.

10. An l.C.E; according to Claims (1-9) inclusive, in which a programmable microprocessor, or programmable logic controller, is hard wire programmed to synchronise the adjusted combustion chamber capacities, and the compression pressure, to suit any particular fuel octane number, including any grade of petrol, gas, alcohol, or diesel oil, the microprocessor, or programmable controller, having a touch button input facility, and memory for such constants, and light emitting diodes' display units for visual verification.

11. An l.C.E; according to Claims (1-10) inclusive, but also applicable to conventional engines in which the combustion chambers are of fixed capacity, in which the optimised air-fuel ratio, and the optimised compression pressure as measured by the compression transducer probe, may be maintained by means of the hard wire programme, which synchronises the pressure and rate of delivery of the fuel, with the clutch operated variable speed turbo-compressor charger, and the position of the gas pedal (throttle), so that the most economic lean mixtures are burnt with the minimum toxic wastes in the exhaust emissions.

12. An l.C.E; according to Claims (1-11) inclusive, in which the conventional crankshaft may be replaced by a constant mechanical advantage driveshaft, in which each connecting rod is provided with gear tooth to mesh with driveshaft gearwheels there being one gear wheel mounted on the driveshaft 8 location shaft for each connecting rod, which freewheel on the backward stroke of the pistons, by means of a ratchet and pawl mechanism, or sprag clutch embodied in each gear wheel, whilst driving the driveshaft on the power stroke, thus maintaining a constant mechanical advantage, since the distance or lever arm between the longitudinal centre-line of the connecting rod, and the centre of rotation of the driveshaft remains constant.

**WARNING** end of DESC field may overlap start of CLMS **.

Claims (1)

1. **WARNING** start of CLMS field may overlap end of DESC **.

   replace the conventional valves and push rods.

   16. An ICE; according to Claims (1-15), which by means of improved atomisation and evaporation effected by means of the fuel injection nozzles, and improved microturbulence effected by a mixing chamber in which a spinning turbine blade througly mixes the fuel and air prior to injection, or in the case of the high pressure pneumatic circuit, by means of impinging jet streams of fuel and air, burns lean mix fuel-air mixtures, with minimum toxic gases in the exhaust emissions.

   17. An l.C.E; according to Claim 3, in which a high pressure pneumatic circuit injects air during the explosion stroke and thereby recovers power lost in raising the air pressure by using the pressure energy to do useful work.

   1 8. A fuel efficient variable capacity, crankshaft, or constant mechanical advantage driveshaft, internal combustion engine, having spark or compression ignition, with microprocessor engine control, which develops between its maximum and minimum parameters an infinitely variable torque, at constant engine revolutions, using only an optimised fuelair mixture, in which a hard wire microprocessor program matches an optimised power to load and desired speed, substantially as described hereinbefore, and illustrated in the accompanying drawings.

   CLAIMS (25 June 1982)

   9. An l.C.E; according to Claims (1-8) inclusive in which the said microprocessor or programmable controller, is hard wire programmed to select an adequate combustion chamber capacity in relation to the gear ratio engaged, and in the case of heavy goods vehicles, with respect to whether laden or unladen, in which the variable torque characteristics requires fewer stepped gear changes than hitherto possible, to provide smooth acceleration, the said microprocessor being fitted with a visual display unit wired in tandem, in which green L.E.D.'s are for normal use, and red L.E.D.'s (light emitting diodes) for warning or recommending a gear change.

   10. An l.C.E; according to Claims (1-9) inclusive, in which a programmable microprocessor, or programmable logic controller, is hard wire programmed to synchronise the adjusted combustion chamber capacities, and the compression pressure, to suit any particular fuel octane number, including any grade of petrol, gas, alcohol, or diesel oil, the microprocessor, or programmable controller, having a touch button input facility, and memory for such constants, and light emitting diodes' display units for visual verification.

   11. An l.C.E; according to Claims (1-10) inclusive, but also applicable to conventional engines in which the combustion chambers are of fixed capacity, in which the optimised air-fuel ratio, and the optimised compression pressure as measured by the compression transducer probe, may be maintained by means of the hard wire programme, which synchronises the pressure and rate of delivery of the fuel, with the clutch operated variable speed turbo-compressor charger, and the position of the gas pedal (throttle), so that the most economic lean mixtures are burnt with the minimum toxic wastes in the exhaust emissions.

   12. An l.C.E; according to Claims (1-11) inclusive, in which the conventional crankshaft may be replaced by a constant mechanical advantage driveshaft, in which each connecting rod is provided with gear tooth to mesh with driveshaft gearwheels there being one gear wheel mounted on the driveshaft 8 location shaft for each connecting rod, which freewheel on the backward stroke of the pistons, by means of a ratchet and pawl mechanism, or sprag clutch embodied in each gear wheel, whilst driving the driveshaft on the power stroke, thus maintaining a constant mechanical advantage, since the distance or lever arm between the longitudinal centre-line of the connecting rod, and the centre of rotation of the driveshaft remains constant.