US20020159902A1 - Mechanical discharge self-supercharging engine - Google Patents

Mechanical discharge self-supercharging engine Download PDF

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Publication number
US20020159902A1
US20020159902A1 US09/979,281 US97928101A US2002159902A1 US 20020159902 A1 US20020159902 A1 US 20020159902A1 US 97928101 A US97928101 A US 97928101A US 2002159902 A1 US2002159902 A1 US 2002159902A1
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Prior art keywords
cylinder
piston
engine
crankshaft
gases
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Abandoned
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US09/979,281
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English (en)
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Normand Beaudoin
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Individual
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Individual
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B35/00—Engines characterised by provision of pumps for sucking combustion residues from cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/04—Charge admission or combustion-gas discharge
    • F02B53/08—Charging, e.g. by means of rotary-piston pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/30—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with one working piston sliding inside another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the primary aim of this invention is to show that while such a design is logical in terms of the burning of the gases, it is not necessary logical from the mechanical point of view, in fluid terms.
  • the purpose of this technical solution is to show that although it is true that the engines must be supplied, this does not imply that this must necessarily be the first phase of the engine.
  • This technical solution proposes first of all a different design of the gas circulation, and consequently of the supply of the engine. Indeed, contrary to tradition, this technical solution is aimed primarily at the exit of the waste gases, as if this were the first stroke of the engine, when the engine is in operation. Our design goes even further, since it considers the intake of fresh gases not as the cause but as the result, as the consequence or the effect, of the evacuation of the waste gases. Because it gives first priority to the total evacuation of the gases, this solution will enable a high level of restriction and consequently a high rate of filtering.
  • a first embodiment of the invention is obtained (FIG. III) by the use of a fixed subsidiary piston which we shall call the counter-piston ( 12 ).
  • the counter-piston is located in the cylinder ( 5 ) and is connected to the top of the cylinder by a sleeve which we shall call the counter piston sleeve ( 13 ).
  • the assembly must provide a piston comprising two parts subsequently connected to each other in a fixed way after the intrusion of the counter-piston.
  • the lower part of the cylinder piston will be connected by means of a rod ( 2 ) which in turn will be connected to the crank pin of the crankshaft ( 3 ).
  • This assembly of parts will enable us to distinguish three types of chambers.
  • a chamber located between the head of the cylinder piston and the head of the cylinder which we shall call the main cylinder ( 19 ) as opposed to the cylinder of the piston.
  • a second chamber, located between the lower part of the counter-piston and the lower part of the cylinder piston will be called the exhaust pre-chamber or waste gas intake chamber ( 18 ).
  • a third chamber, located between the upper part of the counter-piston and the upper part of the cylinder piston will be called the fresh substance intake pre-chamber ( 22 ).
  • this chamber can serve as a subsidiary means of supply of fresh gases, through an intake pipe ( 26 ) located in the sleeve of the counter-piston and through a non-return valve ( 27 ) located on the upper face of the counter-piston ( 12 ).
  • the expansion of this chamber will suck in the fresh gases during the rise of the cylinder piston, and being compressed when it falls again, it may be injected complementarily in the main cylinder through openings located in the lower part ( 28 ) of the sleeve of the counter-piston.
  • This thrust of the fresh gases will be carried out in a manner complementary to its intake.
  • the carburettor will be attached to the intake pipe of the pre-intake chamber.
  • a second function can be assigned to the pre-intake chamber. Indeed, we can choose to continue to supply the engine with gas from the openings already mentioned, in the side of the main cylinder, and simply admit air into the pre-intake chamber. This air can perform various functions. It can for example be injected in the engine just between the waste gases and the fresh gases, to form an air cushion between them, ensuring the cleanliness of the fresh gases. We shall then speak of a three-stroke engine.
  • the intake pre-chamber as an air pump serving as a cooling system for the cylinder and the engine block ( 101 ).
  • the heated air can exit at the entry of the carburettor. All these functions can also be calibrated and thus be used in a mixed way, the intake pre-chamber being used both for supplying the air cushion and for ventilating the engine and pumping in the carburettor.
  • a second embodiment of the invention possesses similar properties to the previous one and will be obtained by the use of a piston whose shape, if we make a transverse cut, is that of a letter H, hence the name “H piston” ( 36 ).
  • This H piston which will be slid into the main cylinder ( 17 ), will be simultaneously joined to a counter-cylinder ( 35 ) (FIG. IV).
  • the H piston ( 36 ) will be connected at its base to a rod which, at its other end, will be connected to the crank pin of the crankshaft ( 3 ).
  • this configuration allows three separate chambers to be established, namely the main cylinder ( 17 ), the exhaust pre-chamber ( 18 ) and the intake pre-chamber ( 40 ).
  • the exhaust pre-chamber is reduced to zero.
  • the waste gases are injected into the exhaust pipe ( 23 ), and passing through the non-return valve they reach the filter. This way of providing for the exhaust can accept a high restriction produced by a high level of filtering.
  • various functions can be attributed to the fresh substance pre-intake chamber. It may be primarily this chamber which completes the intake. Indeed, a pipe ( 43 ) to which the carburettor will be connected may be located in the wall of the counter-cylinder and a non-return valve ( 44 ) may be located at the output of this pipe, on the external and upper surface of the wall of the counter-cylinder. The gases will then be simultaneously pushed and sucked into the cylinder.
  • a different configuration will allow air to be integrated in the intake pre-chamber. This air will be injected between the waste gases and the fresh gas intake. Another configuration will allow the pre-intake chamber to be used as an air pump for cooling the gases. Finally, a mixed solution can be used by injecting some of the heated gases into the carburettor, with the rest of the gases being used as a cushion.
  • a simplified embodiment of this invention will require two systems with cylinder ( 17 ), counter-cylinder ( 35 ) and T piston ( 47 ).
  • the T piston ( 47 ) is inserted into the main cylinder ( 17 ) and its sleeve will be inserted into the pipe of the wall which constitutes the counter-cylinder ( 35 ). The end of this sleeve will be connected to a means such as a rod, which will in turn be connected to the crank pin of the crankshaft ( 3 ).
  • FIG. IX Another embodiment of this invention proposes, to attain similar results, the use of a W piston ( 57 ).
  • a W piston i.e. a piston equipped with a circular crucible suitable for accommodating the internal cylinder of the poly-cylinders ( 104 ) will be, at its upper end, interleaved both in the main cylinder and in the secondary cylinder, and will have its lower end attached to the crankshaft by a means such as a rod.
  • a means such as a rod.
  • An opening ( 17 ) located between the main cylinder and the exhaust pre-chamber will enable intake of the waste gases ( 26 ). In turn, the expulsion of burnt gases will suck in the fresh gases from the outside into the main cylinder ( 28 ). When the piston rises again, the gases contained in the main cylinder will be ignited. As the top of the secondary cylinder will be lower, the gases contained in the secondary cylinder will be totally evacuated and the engine will be capable of withstanding a high level of restriction and therefore of filtering.
  • FIG. XI and XII are an embodiment similar to the previous ones, but with the piston having an overturned T shape.
  • the next embodiment can be applied in that it is necessary to retain a four-stroke engine system.
  • an active counter-piston as an exhaust valve ( 70 ).
  • This secondary piston will, on exhaust, approach the main piston in such a way as to reduce the exhaust chamber to zero. This method will be capable of accepting a high level of resistance.
  • a final solution of a more mechanical type, aims to raise the main piston higher during the exhaust than in the explosive phase, sufficiently to reduce the possible compression of the gases to zero.
  • the lower end of the rod ( 2 ) must be connected to a cam ( 83 ) positioned in rotary fashion around the crank pin of the crankshaft.
  • a gear ( 84 ) is rigidly attached, this gear being coupled to a fixed gear ( 85 ), attached to a sleeve ( 80 ) passing through the crankshaft and connected rigidly to the body of the engine.
  • FIG. I is a transverse cross section of a two-stroke type engine. The gases are injected from the base of the engine under pressure in the cylinder.
  • FIG. II represents the position of the piston during maximum exhaust of a four-stroke engine.
  • FIG. III a) and b) represents a transverse cross section of an anti-discharge self-supercharging engine.
  • the engine is in its waste gas expulsion phase, the first stroke of this type of engine, whereas in a) the parts have been placed in the waste and fresh substance intake phase.
  • FIG. IV is a three-dimensional view of the previous embodiment.
  • FIG. V a) and b) represents a transverse cross section of a different embodiment of this invention.
  • the piston is more H-shaped, and with the cylinder and the counter-cylinder ( 12 ), it separates three chambers, i.e. the main cylinder ( 17 ), the exhaust pre-chamber, or waste gas intake chamber ( 18 ), and the fresh substance pre-intake chamber.
  • FIG. VI is a similar configuration to the previous one, but the parts have been placed in three dimensions.
  • FIG. VII is a schematic cross section of an engine comprising in its composition two complementary T-shaped piston engine systems, where the exhaust pre-chamber of one become the waste gas suction pump of the other, and vice versa.
  • FIG. VIII is a three-dimensional view of the previous embodiment.
  • FIG. IX shows an embodiment of the invention using a W-shaped piston, inserted in a poly-cylinder.
  • the waste gases being transferred from the main cylinder to the exhaust pre-chambers, and thereby sucking in fresh gases.
  • FIG. X is a three-dimensional view of the previous embodiment.
  • FIG. XI shows a simplified version of the invention made by the use of a reversed T-shaped piston.
  • the wide part of the piston is inserted in the widest part of the cylinder, while the narrow part is inserted into the narrowest part of the cylinder.
  • FIG. XII is a three-dimensional view of the previous embodiment.
  • FIG. XIII shows the embodiment of a rotary type anti-discharge engine.
  • One of the two blades the more convex one, ejects the old gases and sucks in new waste gases. These actions have the effect of introducing fresh gases in the main cylinder.
  • the blade attributed to the waste gases could be replaced by a piston system.
  • FIG. XIV shows a four-stroke engine whose total exhaust will be obtained by a piston valve, this valve filling the gap remaining at the end of the travel of the piston.
  • FIG. XV shows an engine in which a crankshaft is positioned in rotary fashion.
  • a cam equipped with a gear interleaved with another gear located on a transverse pin crossing on its length and rigidly attached to the body of the engine.
  • FIG. 1 is a reproduction of a conventional two-stroke engine.
  • the parts have been placed in the gas intake phase.
  • a piston ( 1 ) connected to a rod ( 2 ), this rod being connected in rotary fashion to a crankshaft ( 3 ).
  • the whole assembly is inserted in an engine block ( 4 ), to which a cylinder ( 5 ) is rigidly attached.
  • the entry of the gases ( 200 ) in the base of the engine is controlled by a valve ( 7 ) and a carburettor ( 6 ).
  • the fresh gases are in their maximum state of low compression, and the low chamber formed by the engine block is its most restricted dimension. Consequently, they will be injected by thrust into the cylinder ( 17 ) and will therefore expel the waste gases ( 100 ).
  • FIG. II represents a four-stroke engine in its evacuation phase.
  • the free spaces located above the piston ( 10 ) will therefore be the equivalent of the combustion chambers, and consequently, if we prevent or restrict the gas exhaust paths, an undue compression of the waste gases, which will thus remain in the cylinder, will subsequently prevent normal supply of the engine.
  • the engine will then be asphyxiated and suffocate in its old gas. For these reasons, as in the first case, this engine does not accept restrictive filters.
  • FIG. III represents the two main strokes in an anti-discharge self-supercharging engine, namely the waste gas intake phase A, and the waste gas total expulsion phase B.
  • the parts have been placed in what we will consider to be the two main strokes of the engine, namely the intake of the waste gases into the exhaust pre-chamber ( 18 ) and the total expulsion of the waste gases ( 18 ).
  • this type of engine we will find first of all an engine block ( 4 ) in which a crankshaft is mounted in rotary fashion. To this block is attached a cylinder ( 5 ) in which will be inserted a different type of piston which we shall call the cylinder piston ( 3 ).
  • a new piston type component which we shall call the counter-piston ( 11 ) will be rigidly connected to a sleeve ( 13 ), this sleeve itself being, at its opposite end, connected in fixed fashion to the head of the cylinder.
  • the cylinder piston so called because it is equipped with an internal cylinder, will be simultaneously inserted in the main cylinder and coupled to the counter-piston in such a way that the counter-piston is inserted in its own internal cylinder ( 17 ).
  • the cylinder piston ( 12 ) must be constructed in two parts, to make it possible to insert the counter-piston in it and then close the exhaust pre-chambers or waste gas intake pre-chambers ( 8 ).
  • the lower part of the cylinder piston ( 11 ) will be indirectly connected to the crank pin of the crankshaft ( 3 ) by a means such as a rod ( 2 ).
  • a means such as a rod ( 2 ).
  • a means such as half-moon openings in the bottom of the sleeve of the counter-piston for example, will enable the gases located in the pre-intake chamber to be propelled into the main cylinder, replacing the waste gases sucked in by the exhaust pre-chambers. These could be fresh gases, this method of intake replacing the first one and complementing the suction mentioned above.
  • Another way of using the intake pre-chambers is to get them to incorporate air. This method will allow an air cushion to be injected into the cylinder between the fresh and waste gases, separating them, and ensuring both the cleanliness of the fresh gases and the complete evacuation of the waste gases. What could be called a three-stroke engine will be produced in this way.
  • segments will be necessary on the external surface of the rim of the counter-piston ( 33 ). Indeed, on the inside first of all, segments will preferably be placed between the cylinder piston and the sleeve of the counter-piston ( 32 ) so as to isolate the master cylinder completely from the pre-intake chambers ( 18 ). As regards the outside, segments must be placed at the top and bottom of the cylinder piston ( 11 ).
  • a small circular segment ( 34 ) may be installed on the lower opening of the waste gas exhaust pipe, such that when it rises the exhaust and intake pipes do not communicate via the circumference of the cylinder piston.
  • the exhaust pipe must not be in the exact direction of the movement of the cylinder piston, so that its upper opening is not located opposite that of the cylinder piston. Indeed, in the upper part of its travel, the waste gas intake pipe of the piston itself must remain in a blocked state.
  • FIG. IV shows a three-dimensional view of an embodiment as described in the previous figure.
  • the main components here namely the engine block ( 4 ), the engine cylinder ( 5 ), the crankshaft ( 3 ), the rod ( 2 ), the counter-piston ( 12 ) and its sleeve ( 13 ), the cylinder piston ( 11 ), the waste gas intake pipe ( 40 ), the air intake pipe ( 28 ), and the exhaust pipe ( 23 ).
  • the engine has been placed in waste gas ( 20 ) and fresh gas intake phase.
  • the fresh gases simultaneously with the suction of the intake pre-chambers, will receive heated air from the air intake chamber which has circulated throughout the engine.
  • FIG. V represents a transverse cross section of the two main strokes of a different embodiment of the invention. Like the first, this embodiment succeeds in totally driving out the waste gases from the engine, complying with a high level of restriction which high density filters can offer.
  • a crankshaft ( 3 ) is positioned in rotary fashion in an engine block ( 4 ).
  • a cylinder ( 5 ) is rigidly attached to this block.
  • this block which we shall call the main cylinder, a wall is located transversely, equipped at its centre with a pipe enabling the movement of the thin part of the H piston ( 36 ).
  • the counter-cylinder ( 35 ) we shall call this wall the counter-cylinder ( 35 ).
  • an H piston is inserted in the main cylinder, and simultaneously has its narrow part in the centre, the sleeve of the piston inserted in the central pipe of the counter-cylinder ( 38 ).
  • the fresh gases will replace the waste gases by suction.
  • they will be integrated by intake pipes ( 91 ) located in the wall of the main cylinder and connected to the carburetion system.
  • segments will be necessary at strategic points, in such a manner as to correctly isolate the various chambers.
  • the fresh gas pre-intake chamber can be produced in various ways. It can serve first of all as a complementary fresh gas intake system. In such a case, a pipe externally connecting the carburetion system to the engine will be made in the wall of the counter-cylinder, and will be terminated on the upper part of the counter-cylinder by a non-return valve ( 44 ). Under the effect of the enlargement of this chamber, the fresh gases will be pre-admitted in the engine.
  • the pre-intake chamber When it closes, the pre-intake chamber will compress these gases which, by a means such as a half-moon made in the main cylinder ( 18 ) may cancel out the effect of the segmentation and penetrate the cylinder, acting in a manner complementary to the suction of the waste gases.
  • the intake pre-chamber can also serve as an air pump, serving either to integrate an air cushion between the waste and fresh gases, or as a pump for air cooling of the cylinder and the engine block. Lastly, all these effects can be combined, forcing the heated air of the engine to supply the carburetion system under pressure.
  • FIG. VI is a three-dimensional view of the previous embodiment.
  • FIG. VII is a transverse cross section of two main strokes of a simplified embodiment of the previous ones which nevertheless requires two T piston systems ( 47 ) coupled with a counter-cylinder.
  • crankshaft ( 3 ) possessing two crank pins ( 46 ) in opposite positions is positioned in rotary fashion in an engine block ( 4 ).
  • engine block ( 4 ) To this block are attached two cylinders ( 5 ) in which counter-cylinders ( 3 ) are placed rigidly.
  • a T piston In each cylinder is inserted a T piston, the sleeve of which ( 47 ) is inserted in the internal pipe of the counter-cylinder ( 48 ).
  • Each of these T pipes is indirectly connected at its lower end by a means such as a rod ( 37 ) to a crank pin of the crankshaft.
  • FIG. VIII represents a three-dimensional cross section of the previous embodiment.
  • the engine block ( 4 ) the crankshaft ( 3 ), the two cylinders ( 5 ) and counter-cylinder, the two T pistons ( 41 ), together with the waste gas ( 20 ), fresh gas ( 21 ) and exhaust ( 23 , 24 ) intake pipes.
  • FIG. IX is a transverse cross-section of an embodiment even more elementary than the previous ones.
  • a crankshaft ( 3 ) is positioned in rotary fashion in the engine block ( 4 ), and to this block a cylinder ( 5 ) is rigidly attached.
  • a counter-cylinder ( 35 ) has been rigidly fitted in this cylinder, but this time it is not transverse but in the same direction as the cylinder itself ( 17 ).
  • a W piston ( 51 ) i.e. a piston in which a cylindrically-shaped part has been cut, and which consequently is shaped like a letter W when represented in cross section, is slid both into the cylinder and into the counter-cylinder ( 220 ).
  • the W piston In the first stroke of the engine, the W piston is at its highest level, and thus the gas pre-intake chamber is in a state of vacuum and therefore suction.
  • a pipe located in the wall of the vertical counter-cylinder cancels out the sealing of the two chambers. This is the burnt gas intake pipe. As before, therefore, the waste gases located in the chamber of the main cylinder will be sucked into the pre-exhaust chamber.
  • FIG. X represents a three-dimensional cross section of the previous embodiment.
  • the engine block ( 4 ) the rod ( 2 ), the W piston ( 51 ), the cylinder ( 17 ), the vertical counter-cylinder ( 40 ), the waste gas intake ( 40 ), exhaust ( 23 ) and fresh gas intake ( 21 ) pipes, together with the fresh gas intake chambers and the main cylinder ( 17 ).
  • FIG. XI represents a schematic cross section of a second simplified version of this invention.
  • the piston has an inverted T shape ( 300 ).
  • This piston is inserted in the cylinder which has a complementary shape ( 301 ), and is also connected by a means such as rod to a means such as a crankshaft.
  • This method separates the burnt gas intake chambers ( 18 ) and a main cylinder ( 17 ).
  • the burnt gases will be first pumped towards the outside ( 302 ) thus creating, when the piston comes down again, a vacuum in the burnt gas intake chambers, which will suck in new burnt gases ( 303 ), and thereby suck in new fresh gases ( 304 ) into the main cylinder.
  • FIG. XII is a three-dimensional view of the previous embodiment.
  • the inverted T piston the main and auxiliary cylinder, the waste gas intake chambers ( 18 ), the waste gas intake pipes, the main cylinder ( 17 ), the fresh gas inlet ( 305 ) and burnt gas exhaust pipes.
  • FIG. XIII represents a schematic cross section of what could be the embodiment of such a design in a rotary engine.
  • two triangular pistons one convex ( 60 ) and the other concave ( 61 ).
  • the more bulbous of the two would drain out almost one hundred percent of the old gases and would cause a suction stroke similar to the previous embodiments, sucking into the complementary chamber, through pipes positioned for this purpose ( 40 ), waste gases which would in turn suck in the fresh gases ( 21 ).
  • the additional piston would be in a state of explosion.
  • FIG. XIV represents a more mechanical manner of obtaining a maximum evacuation.
  • a crankshaft ( 3 ) is positioned in rotary fashion in an engine block ( 4 ) and a cylinder ( 5 ) is attached rigidly to this block.
  • a piston ( 1 ) is inserted in this cylinder ( 17 ) and is connected to the crankshaft ( 3 ) by a means such as a rod.
  • FIG. XV represents another mechanical way of obtaining a total evacuation of the gases.
  • a crankshaft is mounted in rotary fashion in the block of an engine ( 4 ) supported on one of its sides on a pin ( 80 ).
  • a cylinder ( 5 ) in which a piston is located in sliding fashion.
  • This piston is connected to a rod ( 2 ).
  • This rod is connected at its other end to the crank pin of the crankshaft by the insertion of a cam ( 83 ).
  • This cam is mounted on the crank pin of the crankshaft and is fitted with a gear ( 4 ).
  • This gear is coupled to a gear fixed ( 85 ) rigidly to a pin ( 80 ) passing through the main sleeve of the crankshaft and rigidly connected to the body of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Golf Clubs (AREA)
  • Extraction Or Liquid Replacement (AREA)
US09/979,281 2000-02-02 2001-02-01 Mechanical discharge self-supercharging engine Abandoned US20020159902A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA002297393A CA2297393A1 (fr) 2000-02-02 2000-02-02 Moteur energetique antirefoulement
CA2297393 2000-02-02

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US (1) US20020159902A1 (de)
EP (1) EP1171698B1 (de)
CN (1) CN1227452C (de)
AT (1) ATE313011T1 (de)
AU (1) AU3195601A (de)
CA (1) CA2297393A1 (de)
DE (1) DE60115771D1 (de)
WO (1) WO2001057377A1 (de)

Cited By (6)

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US20050231978A1 (en) * 2004-03-23 2005-10-20 Kvenvold Anthony M High efficiency low power LED backlighting system for liquid crystal display
US20100154749A1 (en) * 2008-12-19 2010-06-24 Claudio Barberato Three-stroke internal combustion engine, cycle and components
US8251025B2 (en) 2009-08-17 2012-08-28 Grail Engine Technologies, Inc. Two-stroke engine
US9127616B2 (en) 2012-10-09 2015-09-08 Federal-Mogul Corporation Piston assembly and method of making a piston
RU2638419C1 (ru) * 2016-06-30 2017-12-13 Александр Тихонович Зыбин Двухтактный двигатель внутреннего сгорания
CN109642489A (zh) * 2016-08-30 2019-04-16 塞萨尔·梅西埃 阀由下止点附近的气压致动的二冲程发动机

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CN101709669B (zh) * 2009-11-26 2011-07-27 汪荣林 燃烧室废气可外排的内燃机活塞装置
CN103291445A (zh) * 2013-07-08 2013-09-11 张廷山 一种单冲程旋转内燃机
US9638100B2 (en) 2015-04-16 2017-05-02 Mabrouk Telahigue Engine
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US9127616B2 (en) 2012-10-09 2015-09-08 Federal-Mogul Corporation Piston assembly and method of making a piston
RU2638419C1 (ru) * 2016-06-30 2017-12-13 Александр Тихонович Зыбин Двухтактный двигатель внутреннего сгорания
CN109642489A (zh) * 2016-08-30 2019-04-16 塞萨尔·梅西埃 阀由下止点附近的气压致动的二冲程发动机
EP3507471A4 (de) * 2016-08-30 2020-06-03 Mercier, Cesar Zweitaktmotor mit luftdruckbetätigten ventilen in der nähe des unteren totpunktes

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ATE313011T1 (de) 2005-12-15
CA2297393A1 (fr) 2001-08-02
EP1171698B1 (de) 2005-12-14
DE60115771D1 (de) 2006-01-19
EP1171698A1 (de) 2002-01-16
WO2001057377A8 (fr) 2001-10-25
AU3195601A (en) 2001-08-14
WO2001057377A1 (fr) 2001-08-09
CN1227452C (zh) 2005-11-16
CN1366576A (zh) 2002-08-28

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