JP2022033683A - 4-stroke relative movement cylinder equipped with special compression space - Google Patents

Abstract

To realize excellent output while optimizing pressure in a cylinder and minimizing unburnt discharge gas or mixture by optimizing.SOLUTION: A cylinder 104 includes a floating piston 202 optionally inserted in an inner space 208 so as to improve the output and efficiency of the cylinder. The combustion pressure added to a crank shaft piston 204 is added to a smaller surface area of the crank shaft piston in an initial stage of an expansion stroke, and is added to a larger surface A area of the crank shaft piston in a stage after the expansion stroke. A variable combustion space can prevent incomplete combustion, and 4-stroke work (intake, compression, combustion, exhaust) is realized in one cycle.SELECTED DRAWING: Figure 6

Description

Cross-reference to related applications This application claims priority to US application number 16 / 998,771 filed on August 20, 2020 and PCT application number PCT / US 2019/06851 filed on December 25, 2019. Is.

The present invention relates to a machine widely used for work, and specifically to a hydraulic cylinder (sometimes referred to as a cylinder) and an internal combustion cylinder.

Definitions of terms related to components and operations of reciprocating cylinders are as follows.
1. 1. The reciprocating motion of the piston of the crankshaft means that the crankshaft has the lowest position of the cylinder called the bottom dead center (bottom dead center, hereafter BDC) and the top dead center (top dead center, hereafter TDC). It means reciprocating at the highest position of the cylinder.
2. 2. The stroke volume is the stroke distance between the BDC and the TDC multiplied by the surface area of the crankshaft.
3. 3. The clearance volume is the space between the TDC and the cylinder head where the liquid is compressed in preparation for combustion in a conventional cylinder.
4. Displacement is the amount of air-fuel mixture that needs to be replaced after a reciprocating cycle, which is equal to the total clearance volume and stroke volume in a conventional cylinder. The clearance volume and compression ratio can be changed simply by changing the arrangement of the internal structure (also called the occupying structure) in the clearance volume, but the displacement cannot be changed.
5. Pascal's law as a function of position is used to calculate the force exerted on the surface of the crankshaft by discharging the fluid (FLUID) during the power stroke. Here the product of the force output and the stroke distance represents the mechanical output, which is that the mechanical input is also equivalent to the thermal input.
6. Pascal's law as a function of time is a new mathematical method introduced by the system of the present invention to store mechanical and thermal inputs to exchange the fluid required for each stroke. Explains that the space behind the crankshaft piston can be mixed with the combustion fluid to make it smaller than the sum of the clearance volume and the stroke volume.
7. The fluid inlet (fluid inlet) of the cylinder is the manifold and entry valve of the fluid. In a conventional cylinder, the fluid inlet can be supplied with different air, for example, in one reciprocating cycle and another reciprocating cycle, but these changes affect the compression ratio before combustion. As shown in the present specification, it is possible to change the amount and pressure of the fluid during the power stroke by providing the fluid inlet of the second cylinder, but this is not possible with the conventional cylinder.
8. The second inlet is, in the present specification, the fluid supplied for compression or combustion during the power stroke, thereby increasing the combustion or hydraulic driving force. The first fluid inlet supplies the cylinder to the cylinder for each stroke of each cylinder, while the second inlet can supply any fluid in response to the increasing resistance drive load.
9. A conventional 4-cylinder engine is a reciprocating engine that sucks, compresses, burns, and exhausts in two cycles. The conventional two-stroke cylinder can be minimized by sucking, compressing, and exhausting with one movement in the same cylinder. The conventional cylinder does not have a dedicated compression space, and realizes a power stroke at each stroke while separating suction, compression and combustion, and exhaust. This system disclosed herein is referred to as a 4-stroke relative motion cylinder.
10. The dedicated compression space is, in the present specification, a function for realizing four strokes in one cycle.
11. The conventional internal structure means an insert that is placed inside the cylinder and affects the compression ratio and clearance volume before combustion. In the present specification, the internal structure accelerates the inside of the cylinder toward the crankshaft by combustion or hydraulic pressure to promote combustion, minimize the displacement, and increase the pressure inside the cylinder. Used for.
12. The force control mechanism, as used herein, means a mechanical device capable of increasing or decreasing the driving force of the crankshaft during a power stroke. Traditional cylinder fluid decompression occurs when the pressure in the fluid decreases at the end of the power stroke. When the crankshaft piston moves more than 15 meters per second, the internal surface of the crankshaft piston is affected by a phenomenon called the freezing zone. This is not desirable as it involves incomplete combustion. This specification introduces fluid decompression in a dedicated pressure space at the beginning of the power stroke, and another fluid decompression by opening the inlet later in the power stroke to move the compressed air to the combustion space. Introduce. This allows exhaust from the primary combustion space to cool the internal structure without degrading the quality of combustion. For example, near the end of the power stroke, if the pressure ratio of the exhaust inside the cylinder is 2: 1 and the ratio of the mixed supercharged fluid other than fuel is 10: 1, the exhaust gas will be discharged. The compressed fresh air is depressurized and spreads in the cylinder, providing a cooling effect and supplying partially compressed air. It is completely compressed by the next piston movement.

A wide variety of devices use cylinders to create mechanical functions and useful work. A typical example is an internal combustion engine (hereinafter referred to as an engine), which has a plurality of cylinders equipped with pistons that compress and burn an air-fuel mixture. Each piston is coupled to a crankshaft, and the force applied to this piston is transmitted to the wheels of the vehicle through various intermediate devices to generate propulsion. These pistons are also used to drive turbines, pumps and generators.

When used in an engine, hydraulic system, etc., a general cylinder produces a work amount proportional to the stroke amount (that is, the amount of movement on the piston surface). It is generated from the piston surface and stroke distance (ie, the axial distance of the piston surface). Therefore, conventional systems (ie gasoline and diesel engines) have aimed to increase the stroke amount and distance in order to increase the output of the cylinder. Increasing the stroke amount and distance will increase the size of the cylinder and the mass of the engine, which will reduce the economic efficiency of the engine and vehicle. In a conventional cylinder, the sum of the stroke volume and the clearance volume is equal to the displacement, which indicates the amount of intake required for each stroke. If there is a solution that makes the displacement smaller than the sum of the stroke volume and the clearance volume, or smaller than the stroke volume, the engine performance can be improved compared to the reduction rate of the displacement.

Another way to improve the economy of the engine is to use a recovery system. Hydraulic cylinders, for example, can be coupled to turbochargers and electric recovery systems, but these recovery systems are often limited in efficiency (eg 20% to 30%), especially the initial pressure to increase compression ratio. Can be seen when setting to 1000 psi. In turbocharger recovery, driving the cylinder at a lower compression rate improves the recovery rate. In the examples herein, the chances of recovery are greater than 80%.

In order to meet clean environmental requirements, a direct injection system has been introduced in 4-stroke engines. Two-stroke engines are required to carry out power strokes on all strokes, but are banned in some areas due to their tendency to emit incompletely burned exhaust fumes. If there is a solution that realizes 4-stroke work (intake, compression, combustion, exhaust) in one cycle, makes all strokes power strokes, and does not sacrifice the quality of exhaust gas, 2 strokes It will bring benefits to both the engine and the 4-stroke engine.

From the above, there is a mechanical need to meet the environmental requirements of optimizing the cylinder and internal pressure to achieve excellent output while minimizing unburned exhaust gas and air-fuel mixture. Existing

In this overview, some of the concepts described in detail of the invention below will be described in a simplified form. This summary is not intended to identify the main features of the invention, nor is it intended to limit the scope of the claims. Further, it should be noted that any solution described herein is not intended to limit the scope claimed herein.

As an embodiment of the present invention, the simplest form is an engine using the cylinder of the present invention. This cylinder system is a mechanical cylinder with internal space to supply fluid. In other words, it is a mechanical engine / cylinder system. The crankshaft piston is configured to reciprocate in its internal space, and the internal structure of the cylinder includes a floating piston. This internal structure can be variably moved forward and backward inside the cylinder according to the movement of the crankshaft piston. This internal structure includes a combustion chamber in the clearance area above the crankshaft piston and cylinder. This internal structure also has an end facing the head of the engine, which creates the first and second combustion chambers. The internal structure and the crankshaft piston also have a male-female joint.

Also disclosed herein is an engine block with one or more cylinders in which the cylinder system is configured to have a cylinder with an internal space to which fluid is supplied and a crankshaft piston that makes repetitive movements in that internal space. There is something that consists of. Further, the internal structure of the cylinder includes a floating piston, and can be variably advanced / retracted into the cylinder internal space according to the movement of the crankshaft piston. In addition, this internal structure includes a combustion chamber in the clearance area above the crankshaft piston and cylinder. In this cylinder system, each cylinder has a first and second fluid inlet, which consists of a fluid manifold and a valve.

In another embodiment, the cylinder of the engine block may be configured with a conventional cylinder in addition to a cylinder with a floating piston, or may be configured with one form of a cylinder with a floating piston.

In another embodiment, the floating piston gradually exhausts a part of the space inside the cylinder. As a result, the actual displacement becomes smaller than the sum of the clearance volume and the stroke volume.

In another embodiment, a floating piston reduces displacement and reduces fluid uptake.

In another embodiment, the floating piston accelerates the crankshaft piston in the same direction as the combustion force.

In another embodiment, the engine comprises a mechanism that controls the force of the cylinder. This controls the internal structure of the cylinder by an electromagnetic actuator, a turbocharger pump mechanism, and a supercharger pump mechanism.

In another embodiment, the floating piston has a fixed structure for some application, mechanical coupling, magnetic control, or hydraulic pressure to the need for a system during cylinder expansion or compression stroke. There is one that acts as a second floating piston that can increase or decrease the pressure inside the cylinder, depending on what you want and dynamically.

In another embodiment, the force control mechanism may act depending on the position of the throttle.

In another embodiment, the electromagnetic actuator is triggered on a cycle-by-cycle basis to monitor the position of the throttle pedal and activate a mechanical or magnetic sensor that responds to it.

In another embodiment, a supercharged or turbocharged airflow is pumped into the cylinder through a second fluid inlet to activate a mechanical or magnetic sensor. This sensor monitors the drive load of the engine and both the positive and negative driving forces of the crankshaft piston.

In another embodiment, the sensor of the control mechanism responds to the position of the crankshaft or the rod of the crankshaft or the position of the floating piston.

In another embodiment, the sensor of the control mechanism responds to the magnitude of the load of the engine and the resistance of the crankshaft.

In yet another embodiment, the sensor of the control mechanism responds to the speed of the engine.

In yet another embodiment, the sensor of the control mechanism responds to the temperature of the engine.

In yet another embodiment, the electromagnetic actuator of the control mechanism uses three poles instead of two. When the pole is changed, the electron moves from one side to the other. By using the three poles, it is possible to generate attractive and repulsive forces without having to place the electrons elsewhere. This not only improves the frequency of cycles, but also makes it possible to obtain high output.

In yet another embodiment, the magnetic field reacts to the permanent magnets of the floating piston, causing the floating piston to retract from the cylinder's internal space during the expansion stroke.

In another embodiment, the force control mechanism is a turbocharger or supercharger, where the fluid fills the space directly between the floating piston and the cylinder head, increasing its pressure and accelerating the speed of the floating piston, indirectly. Some increase the combustion pressure and the force acting on the crankshaft piston.

In another embodiment, the fluid filling pathway includes a second fluid inlet in addition to the first inlet. Under the control of the force control mechanism, this first inlet is used for intake to the engine at each stroke and the second inlet is used for variable engine fluid supply in response to load and speed. To.

In another model form, the cylinder is a hydraulic cylinder and the fluid is a hydraulic fluid. This hydraulic fluid is directly supplied to the space surrounded by the crankshaft piston and the floating piston (internal structure).

In another embodiment, the cylinder is a combustion cylinder and the fluid is a flammable fluid.

In another embodiment, the floating piston is at substantially the same speed as the crankshaft piston, in the same or opposite direction to the position of the crankshaft piston during the expansion stroke, and in the same direction as the movement of the crankshaft piston during the compression stroke. There is something to exercise.

In another aspect, the floating piston may advance into the cylinder's internal space during the expansion stroke and completely retract from the cylinder's internal space during the compression stroke. The floating piston further advances or retracts from a particular position during the expansion stroke.

In another aspect, the combustion space may be part of or surrounded by a floating piston. The diameter of the combustion space at this time is smaller than the diameter of the cylinder.

In another embodiment, the engagement surface between the crankshaft piston and the floating piston is partially or wholly conical.

In another embodiment, the floating piston is a second piston that can change the direction of acceleration during the expansion stroke.

In another embodiment, the floating piston has an end that creates two separate cavities and is capable of male-female engagement with the crankshaft piston utilized in a 4-stroke cylinder. This four-stroke is a two-stroke reciprocating cycle, the fluid is compressed with a conventional four-stroke, and compression and combustion are done in the same space in the cylinder.

As another form, intake of a 4-stroke engine is performed by starting compression in a dedicated compression space and executing a 2-stroke (also referred to as a 2-stroke) including expansion and retreat for each cylinder combustion. Some realize four-stroke functions of compression, combustion, and exhaust.

Another form is to increase the internal pressure of the cylinder to increase the acceleration of the engine by supplying compressed fluid to the space behind the floating piston during the power stroke.

Alternatively, the floating piston is moved in the opposite direction of the crankshaft to slow down the engine, which reduces the pressure inside the cylinder and powers the crankshaft without premature exhaust of unburned exhaust fumes. There is something that reduces.

In another form, the internal structure of the cylinder is advanced or retracted by an electromagnetic actuator, a hydraulic press supercharger, or a turbocharger.

As another form, there is an electromagnet and gasoline hybrid cylinder drive, or a hydraulic and gasoline hybrid cylinder drive. The second piston here applies secondary pressure to the piston connected to the crankshaft.

As another form, there is a method of increasing the energy recovery efficiency of the second piston coupled to the electromagnet by assigning an attractive force or a repulsive force to the electromagnet. Three poles of the electromagnet are used here instead of two.

As another form, the cylinder is a combustion cylinder, and there is also a method of injecting combustible fuel into a dedicated compression space.

Another form is that the cylinder is a hydraulic cylinder and includes a technique of further compressing the fluid during the compression stroke.

Yet another embodiment is as follows. A mechanical cylinder that has an internal space for charging fluid and a crankshaft piston that reciprocates in that internal space, and this internal structure includes a floating piston as a second piston. The floating piston at this time moves in the first direction as the second piston during the expansion stroke, and retreats in the second direction opposite to the first direction during the compression stroke. At this time, the internal structure of the cylinder moves a certain distance by the combustion force, and then further moves forward or backward by the electromagnetic actuator or the hydraulic actuator.

Yet another embodiment using a mechanical cylinder is as follows. The cylinder has an internal space, internal structure, crankshaft, and the combustion pressure applied to the crankshaft piston is applied to the smaller surface area of the crankshaft piston early in the expansion stroke, and to the larger surface area in subsequent strokes. It is configured to be.

Further, another embodiment using a cylinder is as follows. The cylinder has an internal space for charging fluid, and the crankshaft piston is configured to reciprocate in that internal space, and the internal structure of the cylinder has a cylinder-shaped structure that functions as a floating piston. There is. The floating piston at this time moves in the first direction as the second piston during the expansion stroke, and retreats in the second direction opposite to the first direction during the compression stroke. This floating piston is partially surrounded by a combustion space between the crankshaft piston and the cylinder head. Further, the internal structure of the cylinder at this time moves a certain distance by the combustion force, and then further moves forward or backward by the electromagnetic actuator or the hydraulic actuator.

In yet another embodiment, combustion occurs in the cavity of the internal structure and the pressure of the combustion is applied to both the internal structure and the crankshaft piston.

In yet another embodiment, the internal structure can move with respect to the cylinder, the movement of which can be controlled by a force control mechanism.

In another embodiment, the force-applying mechanism responds to the throttle position by a sensor. As a result, force is applied to the internal structure depending on the position of the throttle.

In another embodiment, the force applying mechanism is configured to apply a force that retracts the internal structure during the expansion stroke.

In another embodiment, the force applying mechanism is configured to apply more force to the internal structure during the expansion stroke.

In another aspect, the system partially performs the compression stroke function during the expansion stroke by pumping fresh air behind the internal structure through a force applying mechanism (also referred to as a force applying mechanism). It is configured to perform the fluid suction process as such or by breathing a natural engine through the first fluid inlet.

In another embodiment, fluid decompression (also referred to as fluid decompression) is configured to be performed behind the internal structure at the beginning of the expansion stroke. This fluid decompression decompresses the fluid that was compressed in the previous cycle and remained in the combustion space.

In another embodiment, fluid decompression is configured to be performed for cooling effect. Here, the fluid compressed in the dedicated combustion space is moved from the dedicated combustion space between the internal structure and the cylinder head to the cavity of the internal structure during the subsequent stroke.

In another embodiment, the system is configured to have fresh air or fluid sucked into and compressed into a cavity of the internal structure to clean the exhaust later in the expansion stroke.

In another embodiment, turbocharged or supercharged compressed air is configured to enter the internal space from the second fluid inlet during the expansion stroke.

In another embodiment, the internal structure and the crankshaft piston are configured to separate during the power stroke. To achieve this, the surface area of the internal structure is designed to ensure that it can be separated during the power stroke within the minimum and maximum limits of the initial compression ratio allowance.

In another embodiment, the exhaust fluid is configured to exit the cylinder's internal space during the initial portion of the retreat stroke (also referred to as the retreat stroke) and prior to engagement of the internal structure with the crankshaft piston.

In another embodiment, the system is configured so that compression of the fluid is later completed during the retreat stroke, between the time the crankshaft engages the internal structure and the time of full contraction. , The inlet valve is opened between the cavities of the internal structure and between the dedicated compression spaces.

In another embodiment, it is configured to perform intake, compression, expansion, and exhaust with two strokes for each combustion.

In another embodiment, the force control mechanism includes an electromagnetic actuator.

In another embodiment, the force control mechanism comprises a hydraulic system.

In another embodiment, the force control mechanism may include a forced guidance system.

In another embodiment, there is a system configured to send fluid to the intake side of the internal structure to increase cylinder pressure and engine acceleration.

In another embodiment, the engine is configured to decelerate by applying a retracting force to the internal structure, by magnetic force, or by removing the fluid from the second fluid inlet.

In another embodiment, the engine is accelerated by applying a forward force to the internal structure.

In another embodiment, the initial motion of the internal structure is configured to absorb engine vibrations by moving the combustion fluid and force towards the crankshaft piston.

In another embodiment, the internal structure changes direction during the expansion stroke.

Further, there is also an embodiment using the following mechanical cylinder. Each cylinder has an internal space, internal structure, and crankshaft piston. This internal space has been modified to have a dedicated combustion and compression space. This internal structure also serves as the surface of this dedicated compression space. In addition, this internal structure is equipped with a cavity that is used as the first combustion space at the beginning of the power stroke. In addition, this internal structure has an end that separates the first combustion space and the second combustion space. Further, the combustion pressure applied to the crankshaft piston is applied to the small surface space of the crankshaft piston in the early stages of the expansion stroke and to the larger surface space of the crankshaft piston in the later stages of the expansion stroke. The combustion pressure applied to this internal structure is applied in the direction of the crankshaft piston in the early stages of the expansion stroke and in the opposite direction in the direction of the camshaft in the later stages of the expansion stroke. .. Here, the internal structure and the crankshaft piston are designed to be released from engagement during the expansion stroke. Also, the movement of the internal structure in the early stages of the expansion stroke creates the force to send the compressed fluid into a dedicated compression space.

In another embodiment, it is configured to burn in a cavity of the internal structure, in which case the diameter of the cavity is set smaller than the diameter inside the cylinder.

In another embodiment, by reducing the time required for acceleration, it is possible to achieve stroke power output with less fuel.

In another embodiment, the cavity of the internal structure has an end facing the camshaft and cylinder head.

In another embodiment, the end of the internal structure causes the combustion fluid to turbulently burn completely.

In another embodiment, the end of the cavity of the internal structure is configured to progressively advance the internal structure inside the cylinder, burning more fluid in the space and requiring less fluid uptake. There is.

In another embodiment, the joint between the internal structure and the crankshaft piston is conical.

In another embodiment, the combustion force advances the internal structure to suck the fluid.

In another embodiment, the internal structure, etc. and the size of the surface of the crankshaft piston are configured to balance the combustion force and can be separated without mechanical interference during the power stroke. ..

In another embodiment, the internal structure reacts to a force-applying mechanism (also referred to as a force-applying mechanism).

In another embodiment, the force-applying mechanism responds to the throttle position by a sensor. As a result, force is applied to the internal structure depending on the position of the throttle.

In another embodiment, the force-applying mechanism is configured to exert a retreating force on the internal structure during the expansion stroke.

In another embodiment, the force-applying mechanism is configured to exert a forward force on the internal structure during the expansion stroke.

In another embodiment, the force of the turbocharger used to increase the compression of the fluid in the early stages of the power stroke is part of the force applying mechanism.

In another embodiment, the mechanism for applying force includes an electromagnetic actuator.

In another embodiment, the mechanism for applying the force may be provided with electromagnetic induction.

In another embodiment, the force applying mechanism may include a hydraulic system.

In another embodiment, the engine is decelerated by applying a retracting force to the internal structure.

In another embodiment, the engine is decelerated by applying a retracting force to the internal structure.

In another embodiment, a cooling jacket is used to cool the cylinder.

In another embodiment, the cylinder is cooled by a decompressed fluid inside the cylinder at a later stage of the power stroke.

In another embodiment, the internal structure advances to decompress the compressed fluid remaining in the combustion space. This has the effect of cooling the cylinder head in the early stages of the power stroke.

In another embodiment, the internal structure can be advanced to draw out combustion fluid, thereby minimizing vibrations that occur in the early stages of combustion.

In another embodiment, the four strokes are performed in two separate compression and combustion spaces.

In another embodiment, four strokes are made for each reciprocating motion of the crankshaft piston.

In another embodiment, a power stroke is performed in each cycle of 4-stroke-relative motion-cylinder to reduce the friction between the crankshaft piston and the cylinder.

In another embodiment, the internal structure is movable relative to the cylinder.

In addition to these, there are the following methods to introduce the internal structure into the system of the cylinder.

A system that includes a cylinder and its internal space, including one with a crankshaft piston.

The method of the present invention includes the following contents. The structure inside the cylinder is constructed so that the pressure applied to the crankshaft piston is applied to the smaller surface area of the crankshaft piston early in the expansion stroke and to the larger surface area in subsequent strokes;

And, by increasing the pressure in the cavity of the internal structure, pressure is applied to both the internal structure and the crankshaft piston. This accelerates the internal structure in the direction of the crankshaft in the early stages of the power stroke and moves in the opposite direction in later stages. This is because the direction of the force applied to the surface of the internal structure changes.

Here, the internal structure has an elongated cylindrical shape so that it can be accommodated in the internal space, and this cylindrical shape defines the first cavity of the first space and the second cavity of the second space. become.

Here, the internal structure will collide with the fluid supplied to the moved space by what is produced by the movement of the crankshaft piston in the expansion stroke.

Here, since the internal structure collides with the combustion fluid inside the cylinder, the amount of fluid supplied to the internal structure is smaller than the sum of the clearance volume and the stroke volume.

In another embodiment, the cylinder is a hydraulic cylinder and the fluid is a hydraulic fluid (also referred to as hydraulic fluid).

In another embodiment the cylinder is a combustion cylinder and the fluid is a combustion fluid.

The accompanying drawings and detailed description of the embodiments below will make it easier to understand the objects, features and advantages of the present invention.

The embodiments taken up here are for the attached figure for explaining the scope of claims, and are not intended to limit the scope of claims.

FIG. 1 schematically shows an example of an engine system including an improved cylinder system disclosed in the present invention.

Figures 2 and 3 are other examples of the internal structure of the cylinder disclosed in the present invention. Here there is space behind the internal structure of the cylinder. Same as above

FIG. 4 is an example of the internal structure of the cylinder disclosed in the present invention.

FIG. 5 is a cross-sectional view relating to the present invention.

FIG. 6 schematically shows how the crankshaft piston moves during the expansion stroke among the contents disclosed in the present invention.

FIG. 7 shows the crankshaft rod and the crankshaft rotation diameter among the contents disclosed in the present invention.

FIG. 8 schematically shows the arrangement of magnetism for attracting or repelling the internal structure of the cylinder among the contents disclosed in the present invention.

FIG. 9 shows an example of the internal structure and its various ends and surfaces.

FIG. 10 shows a method using the internal structure of the cylinder disclosed in the present invention.

FIG. 11 shows the workload of various systems in the present invention. Here, with greater workload, higher torque, horsepower, or less fuel is achieved.

FIG. 12 is a table comparing the relative motion design of the present invention with the conventional one in terms of the emission value.

FIG. 13 shows the test results of chemical substances and exhaust gas according to the present invention.

FIG. 14-17 is a graph showing various merits and possibilities of the cylinder internal structure of the present invention. Same as above Same as above Same as above

The following details are merely exemplary and are not intended to be limited to the embodiments described or their use. As used herein, the word "example" or "example" means "an example, an example, something useful as an example." The embodiments described herein as "examples" or "examples" should not necessarily be construed as preferred or advantageous over other embodiments. All of the embodiments listed below are illustrative to allow those skilled in the art to create or use embodiments of the invention and are not intended to limit the scope of the claims at all. Moreover, there is no intention to be bound by the explicit or implied theories described in the technical fields, background, brief summary, and details below. Understand that the particular devices and processes shown in the accompanying drawings and described in the following specification are exemplary embodiments for explaining the concepts of the invention as defined in the appended claims. I want you to do it. Therefore, the specific dimensions and physical properties in the embodiments of the present specification are not limited thereto unless explicitly stated otherwise in the claims.

The internal structure of the cylinder will be disclosed. Here, we will introduce a cylinder system that uses a mechanical cylinder. This cylinder has an internal space to fill the fluid, and also has a crankshaft piston that reciprocates in that internal space and an internal structure of the cylinder that includes a floating piston. This floating piston moves forward and backward inside the cylinder according to the reciprocating motion of the crankshaft piston.

FIG. 1 shows an engine system using a cylinder-based engine 102 as an example. Not limited to this example, the engine 102 is used for vehicle propulsion. For example, ships, vehicles, airplanes, etc., but are not limited to this. It can operate a variety of equipment such as hydraulic lifts, forklift arms and backhoe arms for drilling rigs and other industrial machinery. FIG. 1 outlines the engine 102 and its cylinder 104 to realize such functions and produce useful work. The cylinder is an improved version that includes an internal structure and a conventional cylinder

In one embodiment, the engine 102 is an internal combustion engine (ICE) configured to produce useful work by burning fuel in a cylinder 104. The cylinder 104 can be arranged linearly or circularly in any suitable configuration (eg, I-4, V6, V8, V12). Although not shown in FIG. 1, an example of an engine 102 is one supported by an electrical system such as an energy source (ie, a battery) or a motor mounted on a wheel. Such a configuration is called a "hybrid" and uses recovery braking technology to charge energy.

Cylinder 104 comprises pistons (ie, first and second pistons in the cylinder) that move in a reciprocating motion caused by the combustion of fuel. In some embodiments, the reciprocating motion of the crankshaft piston is converted into rotational motion of the crankshaft, which is transmitted via a transmission to one or more wheels to gain vehicle propulsion. In yet another embodiment, the reciprocating motion of the crankshaft piston may be converted into other parts or motions. For example, there are, but are not limited to, range of motion of the arms of industrial vehicles (eg, forklifts and backhoes). FIG. 1 shows an output 108 produced by the engine 102, which includes any other suitable output such as the rotational motion, range of motion, etc. described above.

The intake passage is aerated and paired with the engine 102, and by supplying air intake to the engine, air and fuel can be mixed and air for combustion can be supplied for combustion of the cylinder. Intake may go through the first and second inlets for each cylinder. The air taken in by the fluid is compressed in the intake space behind the internal structure and sent to the combustion space inside the internal structure as the internal structure recedes toward the intake passage. Therefore, in FIG. 1, the engine 102 receives the input 106. This input includes a mixture of fuel and air, hydraulic fluid, atmospheric pressure air, and compressed air. Further, the input 106 includes, but is not limited to, gasoline, diesel, nitrous oxide, ethanol, natural gas, and combinations thereof. An intake throttle is installed in the intake passage to control the air taken into the engine 102. For example, control the mass, volume, and pressure of air. The intake passage includes, but is not limited to, an air supply cooler, a compressor (eg, turbocharger or supercharger), an intake manifold, and the like. Each intake valve can control the supply of air to the cylinder 104. It can also be equipped with a fuel system for storing and supplying fuel to be supplied to the engine 102.

The exhaust passage is aerated with the engine 102 to provide a path through which the product of the combustion is discharged from the engine. NOx traps, fine particle filters, catalysts, etc. for exhaust gas treatment can be installed in the waste passage, but are not limited to this. If the engine 102 is accelerated by a turbocharger, a turbine can also be installed in the exhaust passage to drive the turbocharger compressor. Each exhaust valve can control the exhaust gas from the cylinder 104.

The control device 110 is coupled with various parts of the engine 102 and activates the device when it receives an input from a sensor to operate the engine. The control device 110 is called an engine control unit (ECU). For example, the ECU receives inputs such as throttle position, barometric pressure, transmission operating gear, engine temperature, engine speed, and changes in specific engine speed. Further, as described below, the control device 110 can control the movement of the cylinder operating in the internal space of the cylinder 104 according to the operation cycle of the cylinder.

The control device 110 is installed in any suitable manner. For example, the control device 110 can also include an arithmetic unit and storage for complementing the machine language instructions processed by the arithmetic unit. Arithmetic logic units can be implemented in the form of controls, processors, and system-on-chip (SOC). Storage can be implemented in the form of read-only memory (ROM, eg, electronically erasable and programmable ROM) or random access memory (RAM). The control device 110 includes an input / output (I / O) interface for receiving an input and performing an output (for example, a control signal for operating a component).

The engine 102 may have a different shape. For example, the engine 102 can be configured for hydraulic machinery. Here, the cylinder 104 includes each crankshaft piston that compresses the hydraulic fluid by reciprocating motion. In this example, the input 106 contains oil, water, or other fluid as the hydraulic fluid supplied to the cylinder 104. Output 108 includes mechanical outputs such as rotational motion, range of motion, and actuation. The output 108 can also include a hydraulic fluid compressed by the cylinder 104, at which time the pressure applied by the cylinder is transmitted to other components through the hydraulic fluid. These hydraulic outputs can be used to generate mechanical outputs, such as hydraulic lifts. When the engine 102 is configured for hydraulic machinery, it includes, but is not limited to, pumps, valves, accumulators, reservoirs, filters and the like. In these embodiments, the control device 110 is mounted in combination with a hydraulic cylinder 104, an engine 102, other circuits, etc. that operate on the output of the sensor (eg, pressure, valve state, flow rate).

In order to increase the output of the cylinder while eliminating the advantages and disadvantages of increasing the output of the cylinder as described above, the cylinder 104 is inside the cylinder that supplies fluid for operation (eg, fluid for hydraulic fluid or fluid for combustion). The space is equipped with an internal structure 202 (eg, floating piston) that can be moved forward and backward at will. This figure shows an example of the internal structure of a cylinder for a combustion cylinder. Here, the internal structure is advanced / retracted in the direction of the combustion space or the crankshaft piston by an electromagnetic actuator, a hydraulic charger, a turbocharger, or the like. It is configured to be able to.

This figure shows a cylinder 104 having a cylinder internal structure 202, also referred to as an insertion rod or second piston. The internal structure 202 of the cylinder acts as a second piston, with the crankshaft piston 204 (eg, the crankshaft piston 204 being the first piston) and the internal structure 202 partially surrounding the combustion chamber.

The crankshaft piston 204 is coupled to a connecting rod, which is coupled to another device such as a crankshaft to convert the reciprocating motion of the crankshaft piston into a rotary motion of the crankshaft or other motion. By using this, it is possible to apply the propulsive force of the vehicle, operate the generator, drive the pump, and operate some device. The reciprocating motion of the crankshaft piston 204 is generated by the combustion of the supply air in the internal space 208 of the cylinder 104. This combustion can be partially controlled by the intake valve 210 through the intake camshaft. The intake valve 210 can optionally send air into the internal space 208. By controlling the spark plug or glow plug, the injected air supply can be ignited. Combustion products are discharged from the exhaust valve 216 driven by the exhaust camshaft. A cooling jacket is installed on the inner wall of the cylinder in order to maintain an arbitrary temperature without escaping heat from the cylinder 104 in the process of burning the taken-in air and to prevent thermal deterioration. This jacket will determine the internal space 208 and also the outer wall of the cylinder. Coolants using water, antifreeze, etc. circulate in the cooling jacket through the cooling system. The cooling system includes, for example, a radiator that radiates the heat of the coolant to the outside. The cooling system involves compressing some of the fluid in the engine and decompressing the fluid in the cylinder near internal structures that the cooling jacket is difficult to reach.

As mentioned above, the cylinder 104 includes a cylinder internal structure 202 that is optionally inserted into the internal space 208 to increase the output and efficiency of the cylinder. The internal structure 202 is a floating piston, which advances toward the internal space 208 according to the reciprocating movement of the crankshaft piston 204. In another embodiment, the floating piston 202 is inserted into the internal space 208 as the crankshaft piston 204 moves downward (see FIG. 2). This internal structure may have a fluid storage space, i.e., a compartment behind it near the dedicated intake side of the fluid compression (Figure 2, top 704), with the dedicated fluid compression space twice. Crankshaft is configured to have a 4-stroke function performed by piston movement.
However, the cylinder 104 is configured according to any suitable cycle, depending on when the insertion rod 202 is inserted into the internal space 208. Generally, the internal structure 202 is inserted into the internal space 208 as the crankshaft piston 204 moves downward (see FIG. 2).

Cylinder 104 can perform compression strokes (eg, 2 or 4 stroke cycles) or exhaust strokes (eg, 4 stroke cycles). The insertion rod 202 retracts from the internal space 208 as the crankshaft piston 204 moves downward or upward. The movements of the floating piston 202 and the crankshaft piston 204 can be matched in any way. In some embodiments, the movement of the floating piston 202 and the movement of the crankshaft piston 204 are synchronized to move in substantially the same speed and in the same direction.

The internal structure 202 can reduce the required intake of the cylinder 104. The internal space 208 also affects the amount of displacement, called the "combustion volume" or "hydraulic volume", used in the combustion or hydraulic process. The internal space at that time is smaller than the sum of the clearance volume and the stroke volume.

As shown in FIG. 8, in certain devices, electromagnets can also be used to attract or repel the internal structure. Regardless of the direction in which the electromagnet is used (repulsion or attraction), the opposite (repulsion or attraction) requires a passive function. Electromagnetic forces can also be used to retract the internal structure early in the expansion stroke for the purpose of slowing down the engine, vehicle or throttle.
In this embodiment, the internal structure 202 interacts with a magnetic field generated by a current transmitted through the coil 224 to a magnet 227 (eg, a permanent magnet) of FIG. 2 and a solenoid-type electromagnetic expansion and contraction of the internal structure. ,including.
The lines of magnetic force generated by the coil 224 (specifically, below the top of the coil and above the bottom of the coil) are parallel to the length of expansion and contraction of the floating piston 202. To facilitate the electromagnetic operation of the floating piston 202, the electrical system 226 includes a current source that optionally supplies current to the coil 224. The electrical system 226 is coupled to the controller 110, which controls the electrical system according to the operation of the cylinder 104 described above, or based on the input (eg, camshaft timing, valve timing, uptake, etc. The air supply variable (other operating conditions), the insertion rod 202 can be arranged arbitrarily, and the internal structure 202 can be advanced or retracted.
In some embodiments, the controller 110 is the controller 110 in FIG. 1, but to move the internal structure 202 forward or backward, or to apply pressure to the top of the internal structure 202 (eg, the capture side of FIG. 2). Systems and equipment can be included. Such devices and systems of the controller 101 are hydraulic or turbochargers or electromagnetic actuators that can apply force to the internal structure 202 and are generally referred to here as "force applying mechanisms" (forces applied). It is also called a mechanism). The coil 224, the electrical system 226, the magnet 227, and the control device 110 constitute what is referred to here as an "electromagnetic actuator". In one embodiment, the electromagnetic actuator can consider a solenoid, and the insertion rod acts as a slug by the electromagnetic actuator. Understand that, as shown in Figure 2, forward and backward forces are applied to the body of the internal structure (floating piston) 202.

The cylinders 104 of FIGS. 2 and 3 can be configured in different forms to increase the output of the cylinders. It is also possible to have a conical crankshaft piston and / or internal structure, for example to fit the shape of the combustion wave.

The inner surface of the crankshaft piston contains dents and / or protrusions to increase shear stress during relative motion of the crankshaft piston.

Coil 224 can be installed inside the housing. The housing is insulated, smooth (low friction) to the movement of the insertion rod 202, and also fills the space between the internal space 208 and the housing. The coil 224 is driven by the electrical system 226 and is coupled to the controller 110.

The internal structure 202 is composed of a plurality of parts or a cylindrical layer. The internal structure can be of different sizes to fit different engine cylinders. For example, the shape of the internal structure 202 can be designed according to the specifications of high torque, but is not limited to this. Unlike the crankshaft piston, cooling the internal structure is an issue, but it is possible to make it with a highly fire resistant material, make the inside hollow and fill it with helium, etc., or make it contact with the cooling jacket of the cylinder. .. Cooling of the internal structure can be achieved by fluid decompression (also referred to as fluid decompression) in the expansion stroke. Furthermore, regarding the contact between the internal structure and the inner wall of the cylinder, bearings can be used before and after the cooling jacket, or compressed air can be passed through the compression space to fill the small space between the cylinder and the internal structure to reduce friction. A method to minimize it can be considered.

The implementation of the internal structure 202 and the cylinder described here is introduced as an example, and is not intended to be limited thereto. As used herein, the term "cylinder" is not limited to a cylinder, but refers to a mechanical device used to generate useful work and output by the reciprocating motion of a crankshaft piston. It is a thing. Hemispherical shape or wedge shape is also conceivable. Cylinder head elements, valves and other cylinder components can be added, deleted and modified. Further, a configuration using an insert is also conceivable. For example, the insert disclosed herein can be inserted into the internal space of the cylinder from any direction such as bottom surface, side surface, or diagonal in the non-linear cylinder 104. The cylinder 104 itself is part of an engine with pistons and floating pistons that will follow a circular or curved path during the stroke and is therefore curved. Further, an electromagnetic actuator can be adopted to control the floating piston.

In another implementation, a hybrid solution can be adopted in which the fluid is not only mechanically fed, but is advanced with respect to the crankshaft piston by the magnetic force of the magnetic actuator. For example, the fluid exerts pressure on the crankshaft piston rod without using a hydraulic pump, or as another example, the second cylinder is used as a dedicated combustion chamber and the compressed air is used as the compression space of the first cylinder. By functioning as a hydraulic cylinder to feed, it is possible to increase the effective compression ratio or apply a force to further advance the internal structure during the power stroke. The first cylinder with the internal structure 202 can use hydraulic fluid between the internal structure and the crankshaft piston to operate as a hydraulic mechanism.

The implementation of the internal structure of the cylinder described herein has the potential to produce a variety of technical benefits and benefits. For example, the internal structure 202 can reduce the required fluid uptake as described as displacement per stroke. In another example, the internal structure of the cylinder allows longer spacing strokes to be achieved with similar fluid volumes. In addition, it allows greater force per square inch to be applied to the inner surface of the crankshaft piston. In another embodiment, an electromagnetic actuator is used to advance the internal structure to maintain the combustion pressure. In another embodiment, the movement of the crankshaft piston can be layered at a lower pressure. When hydraulic pressure is applied, the floating piston can reduce the amount of fluid required for the hydraulic fluid uptake pump. These technological impacts will improve the economics of the vehicle.

The procedures, tasks, and techniques described herein are repeated at arbitrary frequencies, intervals, cycles, etc. throughout the operation of the cylinder. This may be continuous or interrupted (eg, in response to controller input, operator input).

The combustion space 208 is surrounded by a floating piston 202 and a crankshaft piston 204 to adjust the pre-combustion position, move the combustion space itself relative to the cylinder, or change its shape and size. be able to.

When an electromagnet (Fig. 2-226) is operated only by repulsion or attractive force and a 3-pole electromagnetic actuator is used, the direction of the pole of the magnetic actuator is not changed, so that the electron stays on one side. With this arrangement, the strength of the magnetic field applied to the solenoid components could be increased hundreds of times, saving the electrical energy spent moving electrons between the positive and negative electrodes. ..

The solution to reducing the internal pressure of the cylinder is to use a secondary force from an electromagnet 226 or other power source to use a crankshaft piston with a second piston 202 instead of exhausting in an unburned state. To move in the opposite direction (for example, away).

By arranging the second piston 202 between the intake path 210 on the compression space side and the combustion space 804 and increasing the pressure of the fluid on the intake side, the intake path is cleaner and more reliable over a long period of time. Can be kept in a state.

If the internal structure 202 surrounds the combustion chamber and the end 202-2 faces the side of the cylinder head or fluid inlet, it will advance as part of the initial acceleration as the second piston and after the two pistons have come off. The direction can be changed by receiving pressure from the crankshaft side. At this time, it can be changed without interfering with the floating piston, and it stops during the expansion stroke and slowly starts reversing the direction.

Please note that "moving in the direction of the crankshaft piston" does not indicate the direction of movement of the crankshaft piston, but the position of the crankshaft piston.

The fluid-storing compartment 704 behind the internal structure 202 allows four strokes with two crankshaft movements. This means halving the engine RPM (revs per minute) to reduce friction. This system contributes to energy saving by making it possible to control the acceleration and deceleration of the engine while suppressing the emission of pollutants.

Fresh air and premixed fluid are supplied behind the internal structure 202 in the port injection chamber 704 during the compression stroke to perform four strokes in two crankshaft movements. This exerts a force on the expansion stroke and partially compresses the air (as part of the compression stroke). When the compression stroke begins, this partially compressed fluid moves to the combustion space 804 as an indirect injection and is further compressed (eg, fully compressed) via the communication path 706 behind the internal space. Another method using a special path (direct injection) can be supplied directly to the combustion chamber 804 along with the spark plug. The exhaust port 216 can be considered in various positions and configurations. Please understand that the "premixed" fluid is a port injection fluid or an indirect injection fluid, and the "premixed chamber" is a port chamber.

As the compression stroke begins and the piston begins to retract, the partially compressed air in space 704 moves to the combustion space and is further compressed. This has a decompression cooling effect on the internal structure and exhausts the fluid from area 804 towards the exhaust valve 216. Then, by the time the piston moves and the exhaust is clean from the combustion space, all or part of the fuel fluid is injected into one of the port injection chambers and mixed with fresh air. When the piston is fully retracted, the compression of the air-fuel mixture is complete within the combustion space 804. In another method of direct injection via a special path, the fuel is fed directly into the combustion chamber along with the spark plugs and the fuel is injected into the combustion space rather than the port injection chamber. The exhaust port 216 can be installed elsewhere, but once it begins to engage during the compression stroke, it will align with the space between the two pistons.

Figure 2-10 shows more details.

Figure 2-10 shows various embodiments, components, and features of a system that uses the internal structure of a cylinder. For example, the cylinder 104 includes an internal space 208, an internal structure 202, and a crankshaft piston 204. The internal space 208 of the cylinder 104 is modified by the internal structure 202 so that the combustion pressure applied to the crankshaft piston 204 is applied to its smaller surface area in the early stages of the expansion stroke and later in the expansion stroke. Then, it will be added to the larger surface area.

For example, as seen in FIG. 2, the first fluid inlet 210-1, including an air manifold, a one-way valve, etc., allows air to be supplied to the compression space during all strokes.
The manifold of the first fluid inlet is configured for natural uptake or is connected to the fluid path or storage of a turbocharger or supercharger.
The second fluid inlet 210-2 is equipped with a fluid manifold, a one-way valve, etc., and is a compressed fluid that responds to a mechanism that applies force, increases resistance to the crankshaft drive, or changes the throttle position. To the dedicated combustion space 704 or the first combustion space 804 inside the cylinder. This makes it possible to increase the internal pressure of the cylinder. The fluid path 706 is moved from the fluid intake side 704 to the combustion chamber 804 during the retreat stroke.

For example, as seen in FIG. 6, in the early stages of the expansion stroke, the smaller surface 802 is exposed to combustion within the combustion cavity 804. In the later stages of the expansion stroke, the larger surface 806 is exposed to combustion within the combustion cavity 804. This concept applies to all the embodiments shown in the figure. The partially conical crankshaft piston will have a larger surface area exposed to the waves of combustion pressure than the right angle shape.

For example, a crankshaft piston has an end that changes from a thin portion 808 to a thick portion 810. As shown in FIG. 6, this thin portion is initially exposed to combustion pressure and the thick portion is exposed to later combustion pressure. This thin portion can be inserted into the combustion space or placed just next to the edge of the combustion space. The shape of the internal structure is configured to exactly match or roughly match this crankshaft piston.

The system is configured so that combustion occurs in the cavity 804 in the internal structure 202. As a result, the combustion pressure is applied to both the internal structure 202 and the crankshaft piston 204.

The internal structure 202 includes a cylinder 104 capable of relative movement. The movement of this internal structure 202 is controlled by a force-applying mechanism 702. The internal structure 202 can divert acceleration during the expansion stroke.

The force applying mechanism 702 can be configured to respond to the throttle position by means of a sensor for the throttle position. For example, the force applied to the internal structure 202 can depend on the position of the throttle. The force-applying mechanism 702 can exert a retreating force on the internal structure 202 during the expansion or contraction stroke.

The force applying mechanism 702 includes electromagnetic actuators, hydraulic systems and / or turbochargers. Superchargers include turbochargers, hydraulic chargers, and superchargers. The internal structure can be mechanically coupled to the electromagnetic actuator.

As shown in FIG. 7, 300 is the crankshaft, 301 is the diameter of the crankshaft, and 302 is the rod of the crankshaft. In the relative motion cylinder, a larger torque can be obtained by supercharging the compressed fluid in the early stage of the expansion stroke. Crankshaft rods (302) and crankshaft diameters (301) are also used in long rods for high torque and in today's commercial vehicles where heavy weight can slow them down. Can be smaller than.

The system of the present invention can improve the amount of work per hour to increase the compressive force during the expansion stroke by using the hydraulic turbocharger as the second force mechanism. This further increases the pressure in the combustion space and provides additional driving force. Maintaining a positive force in the cylinder can minimize the acceleration time for work, resulting in the elimination of some of the work energy. The pressure of a conventional cylinder results in wasted energy and is subtracted from the force of the power stroke.

FIG. 8 shows a first electromagnet 1802 that provides a repulsive action (forward force) during expansion of the crankshaft piston. The second electromagnet 1804 can provide a retracting force (pulling force) during the pulling of the crankshaft piston. The poles 1802, 1804 and 227 form a three-pole electromagnetic arrangement. In the traditional arrangement, there are only two poles, such as 227 and 1802. In a three-pole configuration, for example, poles 1802 and 227 can always move as similar poles to form a repulsive force, and poles 1804 and 227 can be configured to perform an attractive force. With a three-pole arrangement, the electrons do not have to move between the poles, which not only increases the force output per second, but also allows for more frequent movements.

The system can be configured to partially execute the compression stroke by compressing the fluid on the capture side during the compression stroke. This means applying force to the internal structure 202 through the force applying mechanism 702. In this way, it is configured to make two strokes for each combustion to perform uptake, compression, expansion and exhaust. The relative motion cylinder compresses the fluid in a dedicated space 704.

The system is configured to send fluid to the intake side 704 of the internal structure 202 to increase the pressure in the cylinder and increase the acceleration of the engine. It is also configured to cause the engine to decelerate by applying a retreating force to the internal structure 202. It is also configured to accelerate the engine by applying a forward force to the internal structure 202.

The fluid path 706, also referred to as the communication path, comprises a control valve for separating the timing between stage 1 and stage 2 of fluid management. In stage 1, a turbocharger or supercharger is used to partially compress the fresh air during the expansion stroke, accumulating fluid behind the internal structure (floating piston) and providing secondary driving force to the piston. Add. In stage 2, partially compressed fresh air or premixed fluid is transferred to the combustion space 804 in the internal structure 202 through a communication path with multiple valves and paths. The communication route includes a route to the intake port and a route to the exhaust port.

The communication path is equipped with a one-way valve and can send a part of the compressed fluid into the combustion space. The valve can also be closed during the expansion stroke, and the valve can be opened later in the expansion stroke to apply positive pressure to the combustion space or exhaust space 804 for cleanliness. The port injection compartment can also be expanded in size during the expansion stroke.

The system can also absorb the combustion pressure by retracting the internal structure 202 away from the crankshaft piston 204 due to the combustion pressure between the crankshaft piston 204 and the internal structure 202.

Figure 9 shows the end of the internal structure facing the compression space 202-1, the end of the internal structure facing the first combustion space 202-2, and the end of the internal structure facing the second combustion space. It shows 202-3. 202-4 shows the notch on the outer surface of the internal structure.
This brings the exhaust fluid closer to the inlet side of the cylinder. The end (202-2) changes Pascal's law regarding position by advancing the internal structure in the internal space of combustion and in the hydraulic cylinder during combustion and when the oil pressure rises as follows.
That is, the floating piston exerts pressure on the volume and space of the combustion fluid, which is not calculated by Pascal's law. The stroke output depends on the distance between the piston surface of the crankshaft and the stroke. Pascal's law with respect to time calculates additional output, which is added to Pascal's law with respect to position. This is proportional to the amount of combustion or oil pressure that is replaced by the advancement of the internal structure.

Also, as shown in FIG. 9, the difference between the surfaces 202-3 and 202-2 accelerates the internal structure in the early stages of the expansion stroke and causes deceleration and contraction in later stages.

As shown in Figure 10, in 1902 combustion begins within the boundaries of the parts that operate between the piston and cylinder of the internal structure, and in 1904 both parts are advanced into the internal space of the cylinder. This continues until the cylinder internal structure turns and stops completely during the expansion stroke. In 1906, fluid compression begins in a dedicated space early in the expansion process. In 1908, the internal structure of the cylinder is further advanced or retracted by applying force from secondary devices such as electromagnetic actuators, hydraulic systems and turbochargers.
In 1910, the compressed fluid moves to the combustion space after the expansion stroke and exhausts to clean the first combustion space, and the decompression of the fluid brings a cooling effect to the internal structure. In the 1912, in the early stages of the receding stroke, the internal structure and the floating piston are exhausted before they begin to engage. In 1914, the internal structure and crankshaft pistons were completely retracted, and when the fluid had been compressed, the inlet valve closed and most of the compressed fluid remained in the first combustion space within the internal structure. , Some remain in the contact route. Part of this is decompressed at the start of the next reciprocating motion, providing a cooling effect on the internal structure.

FIG. 11 shows the amount of work measured by Joule.W.

For example, if 50 mg of fuel provided about 150 joules of work in a conventional cylinder, simulation tests using the system of the invention provide about 400 joules. In one test, 25 mg was prepared for combustion, and 25 mg was calculated as the energy source for driving the pump of the turbocharger, and the working output increased to nearly 800 joules.
One energy study claims that driving a car with a conventional engine uses only about 20% of its thermal energy. The results of our simulations show that the use of fossil fuels can be optimized by using the system of the present invention.
The increase in work can also be theoretically evaluated by the following equation used in the textbook (improvement in performance is proportional to the increase in pressure in the cylinder and inversely proportional to the amount of displacement). Pressure tests, such as Figure 17, show that the system of the present invention achieves a pressure rise of over 200%, with floating pistons capable of competing for combustion fluid and space at approximately 50% of the stroke volume. Is. These performance improvements can theoretically be 400% better than traditional cylinders.

Figure 12 shows the best results of the tests related to fuel port injection. This simulation test revealed that HC was 0% and CO and NO in the exhaust were almost 0%.

FIG. 13 shows that in the system of the present invention, less hydrocarbon residue was found in the exhaust than before. At certain arrangements, simulation tests revealed that HC emissions were zero at the end of the power stroke.

FIG. 14 shows a graph of evaluation of mechanical work when direct injection is used. Here you can see that the new design D3 creates a larger area under the work vs. time graph than a regular cylinder. This is a 200% improvement in work energy efficiency with different areas. It can be seen that the conventional design D1-T3 has a larger combustion exposure area (802 in FIG. 6) at the initial stage of the expansion stroke than the D3-T2 of the present invention. The conventional system (D1-T3) provides high work energy at the beginning of the expansion stroke, but the work output is low in the second half of the power stroke. The larger area below the graph is seen when comparing direct and indirect injection in conventional designs, and in the system of the present invention the lower area is further in the graph of mechanical work per hour. You can see that it is getting bigger. In one design aspect of the invention, FIG. 14 shows that the graph of mechanical work is positively increased at the end of the stroke. This is a state in which the crankshaft pistons are separated, the pressure of the floating pistons increases, and the floating pistons are still slowly moving forward, while the crankshaft pistons are completely stopped.

Figure 15 is a graph of the work when a force that advances rapidly to the floating piston is applied, and more than 80% of the force used to carry out that force has recovered, and the conventional force has recovered. In view of the recovery of 25% or less, it shows great potential of the system of the present invention.
Another possibility of this system is that secondary force such as turbocharger fluid can be applied during the power stroke through the second inlet. This means that higher torque can be achieved without sacrificing engine output. This is because a higher torque can be utilized by a supercharger or turbocharger when the driving force of the engine is obstructed by a large resistance force.

FIG. 16 shows a graph of force and distance. This graph shows that the initial force of the cylinder D2-T1 of the present invention is smaller than that of a normal cylinder. Please be careful not to confuse the energy assessment between the new design and the old design from this graph. Work energy performance may be evaluated based on (force * distance / second) and shown as work vs. time (work / second).

FIG. 17 shows a graph of pressure vs. distance and pressure vs. time. This test was performed without load resistance. It can be seen that the D2-T1 of the present invention has a much larger region under the curve than the D1-T1 of the conventional cylinder. During the expansion stroke, the cylinder maintains a high internal pressure of about 300%, which means higher thermal efficiency, cleaner combustion and improved NO ₂ / NO x exhaust ratio. When the test was repeated with a resistance load applied to the crankshaft piston, the area under the graph of the system D2-T1 (which can be called D2-T3) of the present invention shows that the internal pressure of the cylinder is higher than that of a normal cylinder. It became higher and the combustion of the fluid proceeded further. The simulation results also revealed that the output was zero HC, zero CO, and almost zero NO (0.000035).

The method of the present invention includes: 1) A hybrid engine method that uses two energy sources at the cylinder level. 2) By increasing the relative internal pressure and decreasing the crankshaft piston speed, most of the CO and free hydrocarbon radicals are converted into manageable CO ₂ , N ₂ , and NO ₂ , and the fluid filter at the cylinder level. Method to carry out. 3) A method of suppressing vibration by using the internal structure as a shock absorber. 4) A method of saving energy by using the internal structure as the second theory of Newton-Galiley relativity. 5) A time-dependent method of exchanging and saving energy.

The shape of the internal structure reduces the amount of fluid intake required during the expansion stroke. For example, if the total clearance and stroke volume of the crankshaft piston is 10 cubic inches, then in the relative motion cylinder of the present invention, the exhaust conditions in the first and second combustion spaces are about 5-6 cubic inches.

It is important to advance the internal structure to the inside of the cylinder, especially to the combustion cylinder, to control the combustion force and oil pressure to achieve more torque and horsepower, and to optimize under various conditions. I want you to understand. The relative motion cylinder of the present invention greatly improves the output, and is particularly remarkable when optimizing with torque and horsepower. These improvements are based on Pascal's Law of Time. For example, some physics studies have shown that friction between wheels and roads can consume energy during vehicle motion, which is the amount of energy consumed during motion. It's only a small part. Most of the inefficiency lies in the energy spent accelerating the crankshaft pistons. If we were to calculate the value of such acceleration in seconds for an hour of exercise, it would be half the value of another car of similar weight at the same operating time, and half the fuel to travel the same distance.
Regarding the passage of such acceleration time,
(E = 1/2 Mf * g ² * t)
I used the energy formula, but I will explain this.
This formula shows how the acceleration time (t) is exchanged for the working energy calculated by Joule. Here, if the value of (t) is minimized from 2 seconds to 1 second, the energy output changes from 1 joule to 2 joules. This happens before optimization to achieve higher torque and horsepower. Minimizing the value over time of acceleration significantly changes the energy output, while the heat output can be considered fixed per cubic inch of fuel, which is the engine of the present invention and the prior art. The difference in efficiency solutions.

In the new system of the present invention, one power stroke is realized in the reciprocating cycle, so that the loss due to friction is reduced by 15% as compared with that of all other reciprocating cycles. In addition, for power strokes from other reciprocating cycles such as conventional engines, 6000 RPM is the permissible limit for reciprocating cycles, but the problem here is engine uptake and mechanical failure. The method of the invention solves this problem by reducing the RPM by half.
This means that 6000 RPM is actually reduced to 3000 RPM, achieving a power increase of about 15% with a 50% reduction in friction loss, more uptake, and reduced mechanical failure. It is a thing. This is the state before taking into account the loss due to compression, and this system is useful here as well. This is because the joule consumed during compression is used to increase the combustion pressure, and the joule is restored by applying a force to the crankshaft piston during the power stroke.

The system of the present invention introduces Pascal's law regarding time. This is because the passage of time for acceleration not only becomes the coordinates known in Newton and special theory of relativity, but also serves as an energy source. At this time, the movement of the object as a function of time can exchange the energy measured in Joule with the passage of time of acceleration, so in a unit of work such as Newton, the movement is actually time. It is not possible to define a sufficient physical distance when it is a function. It is not enough to calculate the physical distance traveled by the crankshaft piston as a function of time as how much Newton is needed, instead it is hypothetical under various conditions of pressure and fluid exhaust. It is necessary to define the travel distance of.

In the solution of the cylinder of relative motion of the present invention, the cavity of the internal structure has an end facing the camshaft side of the cylinder, its surface surface (202-2) is greater than the end facing the crankshaft piston. Is also small, which allows acceleration in the initial crankshaft direction of the internal structure and in the opposite direction at a later stage of the expansion stroke.
Having an end in the cavity of the internal structure makes it possible to create a secondary fluid turbulent movement in the first and second combustion compartments. This allows the fluid to mix better and burn more completely.

In addition, the force-applying mechanism can use a magnetic force or a turbocharger, which can accelerate the internal structure during the expansion stroke and increase the internal pressure of the combustion space. Moreover, there is no need for rapid fuel combustion, and there is no need to increase the lot or diameter ratio of crankshaft rods or mechanical gears.

By using a turbocharger and a supercharger in the engine, the compression ratio of the pre-combustion fluid can be increased. In the system of the invention, the turbocharger or supercharger is used as part of a force-applying mechanism to accelerate the engine by advancing the internal structure or minimizing the pressure in the combustion space to slow down the engine. To control. The turbocharger of the present invention can also be used as a mechanism for applying a force connected to a cylinder of a wind turbine. Nowadays, because the wind speed is not stable, the rotation speed of the wind turbine is not stable, and there is a problem in connecting the wind turbine to the electric motor. The solution is to place a pressure accumulator between the two, but these accumulators support more than half of the wind power generation.
In the relative motion cylinder of the present invention, the wind turbine can be driven by one or more hydraulic turbocharger pumps. At this time, when the operating fluid is driven in the direction of one or more cylinders, the fluid is supplied to more cylinders by the mechanism that applies force in the case of strong wind speed, and stable rotation speed for power generation is realized. be able to.

Figures 11 to 17 show the test results using the ANSYS analysis.
Also, (4) similar initial parameters of the combustion conditions of the inch bore cylinder are:
Mass flow injection = 0.05 kg / s;
Injection time = 0.001 sec;
Injection pressure = 17405 PSI;
Fuel temperature = 300 K;
Amount of fuel to be added = 50 mg;
Nozzle diameter = 1 mm;
Approximate engine speed = 4000 RPM.
Compressed air initial parameters:
Initial volume = 4.81 inches ^ 3;
Pneumatic = 500 PSI;
Air temperature = 830 K;
Mass concentration of N ₂ = 0.7675
Mass concentration of O ₂ = 0.2325
Resistance pressure = 20 PSI (1074N resistance for crankshaft pistons)

As shown in the entire graph of Figure 11-17, hydrocarbon removal can be achieved with relative motion cylinders. Hydrocarbons were reduced by 500% in the H12C23 test, and at the same direct injection parameter mass fraction, the compression ratio was reduced from 6.59% to 0.67% at an 18: 1 compression ratio. In the case of 10: 1 compression with [pre-mixing and turbocharger], hydrocarbons were eliminated and 0.000000 ppm was detected in the exhaust gas. Looking only at the pre-mixing of the present invention (when using a turbocharger), this black exhaust gas could be reduced to 0.00024%. This is 1000% less than the direct injection method. Pre-mixing can be partially used in this relative motion cylinder and CO ₂ emissions can also be controlled, but in conventional cylinders CO ₂ emission levels due to pre-mixing are banned in all regions. It will be at the level you are in.

The uncontrollable reduction of CO and NO emissions was proportional to the increase in the internal pressure of the first combustion space, but by mixing fuel and air early, CO was eliminated and zero output could be achieved. NO was reduced to 35ppm compared to 11,000ppm for conventional cylinders.

The internal pressure of the relative-moving cylinder increases with higher drive due to the force of the turbocharger and early injection or pre-mixing.

Relative motion cylinders introduce the concept of positive mass (power strike) negative mass (mass of combustion fluid, displaced by floating piston) as a function of time. Mathematically in Newton's terms, this means producing energy rather than consuming it by minimizing the time it takes to accelerate motion. To do this, we use complex numbers to handle negative values of mass. Potential energy is not measured by actual numerical values, but assumes the volume coordinates of the Cartesian acceleration vector.

The negative mass in the method of the present invention is expressed as the volume of fluid for combustion. This is exhausted by the internal structure to reduce the volume so that it is smaller than the stroke volume generated by the movement of the crankshaft piston. This volume is calculated as follows (negative mass = crankshaft piston surface multiplied by stroke distance minus available combustion space).

The energy difference of these power strokes is a function of time in this internal structure. This time is a direct variable of the energy output equation. Here we change the physical distance value to a short virtual distance and calculate in seconds instead of meters. The calculation is as follows. Work energy = 1/2 mass force * square of acceleration * T (W = 1/2 Mf * g ² * t).
Here, (t) is the elapsed time of general acceleration for the survey target to reach the average speed.

Since various modifications and changes can be considered from the embodiment of the present invention described here, the explanations and figures so far are shown as examples only, and there is no intention of limiting them. Therefore, the scope of claims should be determined by the scope of the attached claims and what is legally equivalent.

101: Control device 102: Engine / Cylinder-based engine 104: Cylinder 106: Input 108: Output 110: Control device 1802, 1804, 227: Pole 1802: First electromagnet 1804: Second electromagnet 1902: Piston of internal structure Burning begins within the boundaries of the parts operating between the and the cylinder 1904: Both parts advance into the internal space of the cylinder 1906: Fluid compression begins in a dedicated space early in the power stroke stroke 1908: Electromagnetic actuator By applying the force of a second device such as a hydraulic system, turbocharger, etc., the cylinder internal structure is further advanced or retracted 1910: The compressed fluid is moved to the combustion space at a later stage of the power stroke stroke and exhausted. 1912: At the beginning of the receding stroke, exhaust is performed before the internal structure and the floating piston start engaging, 1914: When the internal structure and the crankshaft piston are completely retracted and the fluid compression is complete, the intake valve closes, leaving most of the compressed fluid in the first combustion space within the internal structure and some in the communication path. 202: Floating piston 202: Insert rod 202: Internal structure 202-2: End of internal structure facing the first combustion space 202-2: End 202-3: Internal structure facing the second combustion space End 202-4: Notch on the outer surface of the internal structure 204: Cylinder shaft piston 208: Internal space 208: Burning space 210: Intake path 210: Intake valve 210-1: First fluid inlet 210-2: First 2 Fluid inlet 216: Exhaust port 216: Exhaust valve 224: Cylinder 226: Electric system 226: Electromagnet 227: Magnet 300: Cylinder shaft 301: Cylinder shaft diameter 302: Cylinder shaft rod 702: Mechanism for applying force (force) (Also called a mechanism to add)
704: Space 704: Fluid storage compartment 704: Dedicated space or small compartment for fluid storage 704: Port injection chamber 704: Space 704: Intake port 704: Combustion space 706: Fluid route 706: Communication route 802: Surface 804: Area 804: First combustion space 804: Combustion cavity 804: Combustion space 804: Combustion chamber 804: Combustion chamber 806: Surface 808: Thin part 810: Thick part

Claims (19)

Mechanical engine-cylinder system including:
A cylinder with internal space, internal structure, crankshaft pistons,
Here, the internal space of the cylinder changes depending on the internal structure and has a dedicated combustion space.
In addition, its internal structure provides a surface for a dedicated combustion space,
In addition, its internal structure has a first combustion space in the cavity in the early stages of the power stroke.
In addition, its internal structure has an end, which separates the first and second combustion spaces.
Here, the combustion pressure applied to the crankshaft piston is applied to the smaller surface area of the crankshaft piston in the early stages of the expansion stroke and to the larger surface area of the crankshaft piston in the later stages of the expansion stroke.
Here, the combustion pressure applied to the internal structure is applied in the direction of the crankshaft piston in the early stages of the expansion stroke and in the opposite direction in the later stages of the expansion stroke.
The internal structure and crankshaft pistons are sized to be released from engagement during the expansion stroke.
In the early stages of the expansion stroke, the movement of the internal structure creates a force that sends the combustion fluid to a dedicated combustion space.
Mechanical engine-cylinder system. The system according to claim 1, wherein the acceleration of the crankshaft piston during the power stroke is reduced, and the output of the power stroke can be realized with less fuel. In the system of claim 1, the end pressured within the cavity of the internal structure advances the internal structure of the cylinder, competing for combustion gas and space, resulting in less fluid uptake. A system that realizes exhaust. The system according to claim 3, wherein the exhaust condition of the fluid by the power stroke is smaller than the sum of the clearance volume of the cylinder and the stroke volume of the crankshaft piston during the power stroke. The system according to claim 3, wherein the internal structure and the size of the surface of the crankshaft piston are balanced with the combustion force, thereby releasing the engagement during the power stroke without mechanical interference. Can be a system. The system according to claim 1, wherein the internal structure reacts to a mechanism to which a force is applied. The system according to claim 6, wherein the mechanism for applying force reacts to the position of the throttle by a sensor, whereby the force is applied to the internal structure depending on the position of the throttle. The system according to claim 6, wherein the force applying mechanism is configured to apply a retreating force to the internal structure during the expansion stroke. The system according to claim 6, wherein the force applying mechanism is configured to apply a force advancing to the internal structure during the expansion stroke. The system according to claim 9, wherein the engine is configured to accelerate by applying a forward force to the internal structure. The system according to claim 6, wherein the turbocharger and the supercharger are a part of a force-applying mechanism. The system according to claim 6, wherein the mechanism for applying a force includes an electromagnetic actuator. The system according to claim 6, wherein the force applying mechanism includes a hydraulic system and is configured as a dedicated engine cylinder for fluid compression. The system according to claim 1, wherein the internal structure advances and a part of the compressed gas remaining in the combustion space is decompressed to bring about a cooling effect on the cylinder head. The system of claim 1, wherein compression of the fluid is initiated in a dedicated compression space during the power stroke. The system of claim 1, wherein a portion of the fluid compressed in the dedicated compression space is released and decompressed in the first combustion space at a later stage of the expansion stroke. It is a method of introducing the internal structure into the cylinder system.
The system includes a cylinder with internal space, and the system includes a crankshaft piston.
The method includes:
The internal space of the cylinder changes due to the internal structure, where the combustion pressure applied to the crankshaft piston is applied to the smaller surface area of the crankshaft piston in the early stages of the expansion stroke and in the later stages of the expansion stroke. In addition to the larger surface area of the crankshaft piston,
By increasing the pressure in the cavity of the internal structure, applying pressure to both the internal structure and the crankshaft piston and redirecting the force applied to the surface of the internal structure, the internal structure cranks in the early stages of the expansion stroke. Accelerates in the direction of the shaft piston and in the opposite direction at a later stage of the expansion stroke,
Here, the internal structure has an elongated cylindrical shape so that it can be accommodated in the internal space, and this cylindrical shape defines the cavity of the first space and the cavity of the second space.
Here, the internal structure competes for fluid and its volume to fill the volume exhausted by the crankshaft piston.
By introducing the internal structure here, the volume of the actual gas discarded at each power stroke is configured to be smaller than the sum of the clearance volume and the stroke volume. Mechanical engine cylinders including:
Mechanical cylinder, including internal space to fill the fluid
A crankshaft piston, configured to reciprocate within its internal space,
The internal structure of the cylinder includes a floating piston,
Here, this internal structure can be variably moved forward and backward inside the cylinder according to the movement of the crankshaft piston.
Furthermore, its internal structure has a cavity and a first combustion space in the initial stage of the power stroke.
In addition, its internal structure has an end, which separates the first and second combustion spaces.
Here, the combustion pressure applied to the crankshaft piston is applied to the smaller surface area of the crankshaft piston in the early stages of the expansion stroke and to the larger surface area of the crankshaft piston in the later stages of the expansion stroke. can be,
Here, the combustion pressure applied to the internal structure is applied in the direction of the crankshaft piston in the early stage of the expansion stroke and in the opposite direction in the later stage of the expansion stroke.
The surface of the internal structure and the crankshaft piston are sized to be released from engagement during the expansion stroke.
The four strokes of suction, compression, combustion, and exhaust are realized by two reciprocating movements of the crankshaft.
Further, the compressed fluid is stored in the first combustion space of the internal structure. Mechanical engine system, including:
It has multiple cylinders in the engine block, and the mechanism that applies force is a turbocharger or supercharger pump or electromagnetic actuator, and a throttle.
The engine block contains a sensor that reacts to the position of the crankshaft piston.
The engine cylinder has an internal space, an internal structure, a crankshaft piston, a first fluid inlet, and a second fluid inlet.
Here, the internal space of the cylinder changes depending on the internal structure and has a dedicated combustion space.
In addition, its internal structure provides the surface of a dedicated combustion space.
In addition, its internal structure has an end in the cavity, which separates the first and second combustion spaces.
In addition, its internal structure has a first combustion space in the cavity in the early stages of the power stroke.
The first fluid inlet is equipped with a manifold and a valve to send the fluid to a dedicated compression space on each reciprocating cycle.
The second fluid inlet comprises a manifold and a valve that, in response to the mechanism by which it applies force, releases the filled fluid into the cylinder in response to any reciprocating cycle.

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