US20090255491A1 - Split-cycle aircraft engine - Google Patents
Split-cycle aircraft engine Download PDFInfo
- Publication number
- US20090255491A1 US20090255491A1 US12/366,048 US36604809A US2009255491A1 US 20090255491 A1 US20090255491 A1 US 20090255491A1 US 36604809 A US36604809 A US 36604809A US 2009255491 A1 US2009255491 A1 US 2009255491A1
- Authority
- US
- United States
- Prior art keywords
- power
- compression
- crankshaft
- cylinders
- split
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 230000006835 compression Effects 0.000 claims abstract description 143
- 238000007906 compression Methods 0.000 claims abstract description 143
- 239000000446 fuel Substances 0.000 claims description 16
- 239000003570 air Substances 0.000 description 73
- 239000007789 gas Substances 0.000 description 21
- 238000002485 combustion reaction Methods 0.000 description 11
- 238000001816 cooling Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000000977 initiatory effect Effects 0.000 description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 238000009987 spinning Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 239000012080 ambient air Substances 0.000 description 1
- 239000003225 biodiesel Substances 0.000 description 1
- 238000010304 firing Methods 0.000 description 1
- 239000003063 flame retardant Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 125000004435 hydrogen atom Chemical class [H]* 0.000 description 1
- -1 i.e. Substances 0.000 description 1
- 230000003278 mimic effect Effects 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 239000000575 pesticide Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000009877 rendering Methods 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
- F01B17/02—Engines
- F01B17/025—Engines using liquid air
-
- 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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
-
- B64D27/026—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
- B64D27/16—Aircraft characterised by the type or position of power plant of jet type
- B64D27/20—Aircraft characterised by the type or position of power plant of jet type within or attached to fuselage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
- B64D27/24—Aircraft characterised by the type or position of power plant using steam, electricity, or spring force
-
- 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
- F02B59/00—Internal-combustion aspects of other reciprocating-piston engines with movable, e.g. oscillating, 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
- F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G3/00—Combustion-product positive-displacement engine plants
-
- 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
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
-
- 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
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Aviation & Aerospace Engineering (AREA)
- Supercharger (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
A split-cycle aircraft engine includes a crankshaft rotatable about a crankshaft axis. A power piston is slidably received within a power cylinder and is operatively connected to the crankshaft such that the power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A compression piston is slidably received within a compression cylinder and is operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. A gas crossover passage operatively interconnects the compression cylinder and the power cylinder. An air reservoir is operatively connected to the gas crossover passage by a reservoir passage. The air reservoir is selectively operable to receive and deliver compressed air. The engine is mounted to an aircraft and the air reservoir is disposed within the aircraft.
Description
- This application is a division of U.S. application Ser. No. 11/518,828 filed Sep. 11, 2006.
- This invention relates to split-cycle engines, and more particularly to split-cycle aircraft engines.
- The term split-cycle engine as used in the present application may not have yet received a fixed meaning commonly known to those skilled in the engine art. Accordingly, for purposes of clarity, the following definition is offered for the term split-cycle engine as may be applied to engines disclosed in the prior art and as referred to in the present application.
- A split-cycle engine as referred to herein comprises:
- a crankshaft rotatable about a crankshaft axis;
- a power piston slidably received within a power cylinder and operatively connected to the crankshaft such that the power piston reciprocates through a power (or expansion) stroke and an exhaust stroke during a single rotation of the crankshaft;
- a compression piston slidably received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft; and
- a gas passage interconnecting the power and compression cylinders, the gas passage including an inlet valve and an outlet (or crossover) valve defining a pressure chamber therebetween.
- U.S. Pat. Nos. 6,543,225, 6,609,371, and 6,952,923, all assigned to the assignee of the present invention, disclose examples of split-cycle internal combustion engines as herein defined. These patents contain an extensive list of United States and foreign patents and publications cited as background in the allowance of these patents. The term “split-cycle” has been used for these engines because they literally split the four strokes of a conventional pressure/volume Otto cycle (i.e., intake, compression, power and exhaust) over two dedicated cylinders: one cylinder dedicated to the high pressure compression stroke, and the other cylinder dedicated to the high pressure power stroke.
- It is known in the art relating to aircraft engines to use radial engines for aeronautical applications. For example, radial engines were commonly used in World War II aircraft and in early model commercial airplanes. Radial engines are still presently used in some propeller-driven aircraft.
- Radial engines differ from other common internal combustion engines such as inline and V-type engines in the arrangement of the engine cylinders. In a radial engine, the cylinders and corresponding pistons are arranged radially around the engine crankshaft in a circular pattern.
- Radial engines are advantageous for airplane applications because they can produce a large amount of power, they have a relatively low maximum engine speed (rpm), avoiding the need for reduction gearing to drive propellers, and they are suitable for air cooling, eliminating the need for a water cooling system.
- Although radial engines have been reliable aircraft engines and less expensive than other types of aircraft engines, use of radial engines in airplanes has substantially decreased. Conventional radial engines tend to be noisy and to consume more oil than other engine designs. Also, conventional radial engines have mechanical issues such as oil draining into the lower cylinders during non-use of the engine. This oil must be removed from the cylinders by turning the engine over by hand prior to starting the engine, which is an inconvenience to the pilot or the ground crew.
- It is also known in the art of aircraft engines to use horizontally opposed engines, also known as “boxer” engines, to drive the aircraft's propellers. Boxer-type engines differ from other internal combustion engines in that the engine cylinders are arranged in a horizontally opposed relationship.
- Horizontally opposed engines have the advantages of being more compact and having a lower center of gravity than other engine configurations. Horizontally opposed engines, like radial engines, potentially may be air-cooled, eliminating the need for a separate engine cooling system and thereby decreasing the overall weight of the engine. Therefore, horizontally opposed engines are suitable for aircraft applications. Horizontally opposed engines are also well balanced because each piston's momentum is counterbalanced by the corresponding movement of the piston opposing it. This reduces or may even eliminate the need for a balance shaft or counterweights on the crankshaft, further reducing the overall weight of the engine.
- Horizontally opposed engines, however, are often noisier than other engine configurations such as V-type engines and inline engines. Also, horizontally opposed engines can be more difficult to fit into an engine compartment because horizontally opposed engines tend to be wider than other engine configurations.
- It is further known in aeronautics that there are many uses in an aircraft for compressed air. However, conventional aircraft lack a convenient and efficient source of compressed air, thereby rendering these potential uses of compressed air infeasible.
- The present invention provides various split-cycle engine arrangements for propeller-driven aircraft that are capable of storing compressed air and delivering the compressed air back to the engine or to other components of the aircraft.
- In one embodiment of the present invention, a split-cycle air hybrid aircraft engine includes a crankshaft rotatable about a crankshaft axis. A power piston is slidably received within a power cylinder and operatively connected to the crankshaft such that the power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A compression piston is slidably received within a compression cylinder and operatively connected to the crankshaft such that the compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. A gas crossover passage operatively interconnects the compression cylinder and the power cylinder. The gas crossover passage includes an inlet valve and an outlet valve defining a pressure chamber therebetween. An air reservoir is operatively connected to the pressure chamber by a reservoir passage at a location between the inlet valve and the outlet valve of the pressure chamber. The air reservoir is selectively operable to receive compressed air from the compression cylinders and to deliver compressed air to the power cylinders for use in transmitting power to the crankshaft during engine operation. The air reservoir may also deliver compressed air to other components of the aircraft. Valves selectively control gas flow into and out of the compression and power cylinders and the air reservoir. The engine is mounted to the aircraft and the air reservoir is disposed within the aircraft. Optionally, the air reservoir may be located in a wing of the aircraft, in an aft fuselage of the aircraft, or both. Alternative locations for the air reservoir are also within the scope of the invention.
- In another embodiment of the present invention, a split-cycle horizontally opposed (i.e., “boxer”) engine that may be used for aircraft applications is provided. A split-cycle horizontally opposed engine allows for the power cylinders to fire once per revolution of the crankshaft rather then every other revolution and allows the compression cylinders to compress charge air during every revolution of the crankshaft. The split-cycle horizontally opposed engine also allows for the compression cylinders to operate with a larger diameter in comparison to the power cylinders to increase the volume of air inhaled into the engine, allowing for supercharging of the engine without the use of an external supercharger.
- More particularly, a split-cycle horizontally opposed (“boxer”) engine in accordance with the invention includes a crankshaft rotatable about a crankshaft axis. The split-cycle boxer engine further includes a pair of horizontally opposed power cylinders on either side of the crankshaft. A power piston is slidably received within each power cylinder and is operatively connected to the crankshaft such that each power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. The split-cycle boxer engine also includes a pair of horizontally opposed compression cylinders on either side of the crankshaft. A compression piston is slidably received within each compression cylinder and is operatively connected to the crankshaft such that each compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. A gas crossover passage interconnects each compression cylinder with an associated, axially adjacent power cylinder. The gas crossover passage includes an inlet valve and an outlet valve defining a pressure chamber therebetween. Valves control gas flow into the compression cylinders and out of the power cylinders. An air reservoir may be operatively connected to the pressure chambers by a reservoir passage at locations between the inlet valve and the outlet valve of each pressure chamber. The air reservoir is selectively operable to receive and deliver compressed air.
- In yet another embodiment of the present invention, a split-cycle radial engine that may be used for aircraft applications is provided. A split-cycle radial engine allows for sequential firing of the cylinders, which increases the torque of the engine. A split-cycle radial engine also allows for offsetting of the engine cylinders relative to the crankshaft, further increasing the torque of the engine and reducing piston-skirt friction. Moreover, a split-cycle radial engine is capable of inhaling larger volumes of charge intake air, which improves the performance of the engine at high altitudes where the air is thinner.
- More particularly, a split-cycle radial engine in accordance with the invention includes a crankshaft rotatable about a crankshaft axis. The split-cycle radial engine further includes a power bank including a plurality of power cylinders radially disposed around the crankshaft. A power piston is slidably received within each power cylinder and operatively connected to the crankshaft such that each power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. A compression bank is axially adjacent the power bank. The compression bank includes a plurality of compression cylinders radially disposed around the crankshaft and equal in quantity to the number of power cylinders. A compression piston is slidably received within each compression cylinder and operatively connected to the crankshaft such that each compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. Each compression cylinder is paired with an associated power cylinder. Each compression and power cylinder pair includes a gas crossover passage interconnecting the compression cylinder and the power cylinder of the pair. The gas crossover passage includes an inlet valve and an outlet valve defining a pressure chamber therebetween. Valves are also provided to control gas flow into the compression cylinders and out of the power cylinders. An air reservoir may be operatively connected to the pressure chambers by a reservoir passage at locations between the inlet valve and the outlet valve of each pressure chamber. The air reservoir is selectively operable to receive and deliver compressed air.
- These and other features and advantages of the invention will be more fully understood from the following detailed description of the invention taken together with the accompanying drawings.
- In the drawings:
-
FIG. 1 is a side schematic view of an aircraft including a split-cycle air hybrid engine and compressed air tanks in accordance with the invention; -
FIG. 2 is a plan schematic view of the aircraft ofFIG. 1 ; -
FIG. 3 is a cross-sectional view of the aircraft taken along the line 3-3 inFIG. 2 ; -
FIG. 4 is a schematic view of a split-cycle horizontally opposed (“boxer”) engine in accordance with the invention having an air storage tank illustrating pistons of the engine around top dead center; -
FIG. 5 is a cross-sectional view of the split-cycle horizontally opposed engine taken along the line 5-5 inFIG. 4 ; -
FIG. 6 is a cross-sectional view of the split-cycle horizontally opposed engine taken along the line 6-6 inFIG. 4 ; -
FIG. 7 is another schematic view of the split-cycle horizontally opposed engine ofFIG. 4 illustrating the pistons around bottom dead center; -
FIG. 8 is a cross-sectional view of the split-cycle horizontally opposed engine taken along the line 8-8 inFIG. 7 ; -
FIG. 9 is a cross-sectional view of the split-cycle horizontally opposed engine taken along the line 9-9 inFIG. 7 ; -
FIG. 10 is a schematic view of a split-cycle radial engine in accordance with the invention having an air storage tank; -
FIG. 11 is a schematic view of a compression bank of the split-cycle radial engine ofFIG. 10 ; and -
FIG. 12 is a schematic view of a power bank of the split-cycle radial engine ofFIG. 10 . - Referring now to the drawings in detail, numeral 10 generally indicates a propeller-driven aircraft. As illustrated in
FIGS. 1 through 3 , theaircraft 10 has a pair ofwings 12, awing spar 14 in thewings 12, acockpit 16, atail 18, and anaft fuselage 20. Theaircraft 10 may have onewing spar 14 spanning bothwings 12, or a separate wing spar may be located in eachwing 12. A split-cycle engine 22 in accordance with the invention is mounted in theaircraft 10 forward of thecockpit 16 to drive thepropeller 24.Air storage tanks 26 may be located in thewing spar 14, theaft fuselage 20, or both. The air storage tank(s) may also be located in any other suitable location within theaircraft 10, for example, in a suitable location within thewings 12 other than thewing spar 14. - Turning first to
FIGS. 4 through 9 , in one embodiment of the invention, the split-cycle engine 22 may be a horizontally opposed (“boxer”) type split-cycle engine. The split-cycle boxer engine 22 includes acrankshaft 28 rotatable about acrankshaft axis 30. The split-cycle boxer engine 22 further includes a pair of horizontally opposedpower cylinders 34 on either side of thecrankshaft 28. Apower piston 36 is slidably received within eachpower cylinder 34 and is operatively connected to thecrankshaft 28 such that eachpower piston 36 reciprocates through an expansion stroke and an exhaust stroke during a single rotation of thecrankshaft 28. The split-cycle boxer engine 22 also includes a pair of horizontally opposedcompression cylinders 40 on either side of thecrankshaft 28. Acompression piston 42 is slidably received within eachcompression cylinder 40 and is operatively connected to thecrankshaft 28 such that eachcompression piston 42 reciprocates through an intake stroke and a compression stroke during a single rotation of thecrankshaft 28. Agas crossover passage 44 interconnects eachcompression cylinder 40 with an associated, axiallyadjacent power cylinder 34. Thegas crossover passage 44 includes aninlet valve 46 and anoutlet valve 48 defining apressure chamber 50 therebetween. The air pressure in thepressure chamber 50 is maintained at an elevated minimum pressure through the engine cycles.Valves 52 control gas flow into thecompression cylinders 40 and out of thepower cylinders 34. Thevalves valves air reservoir 26 may be operatively connected to thepressure chambers 50 by areservoir passage 54 at locations between theinlet valve 46 and theoutlet valve 48 of eachpressure chamber 50. Theair reservoir 26 is selectively operable to receive and deliver compressed air. - The split-
cycle boxer engine 22 shown inFIGS. 4 through 9 includes one pair ofpower cylinders 34 and one pair ofcompression cylinders 40 for a total of four cylinders. If additional horsepower is desired, another pair of power cylinders and compression cylinders may be added for a total of eight cylinders. It should be understood, however, that theengine 22 may have any number of cylinders, so long as there are an even number of power cylinders, an even number of compression cylinders, and an equal number of power and compression cylinders (since each power cylinder must be paired with a compression cylinder). - The
power cylinders 34 may be disposed in front of thecompression cylinders 40 to allow for improved air-cooling of thehotter power cylinders 34 during engine operation. Alongitudinal axis 56 of eachcompression cylinder 40 and eachpower cylinder 34 may be offset from therotational axis 30 of thecrankshaft 28. The offset of the cylinder axes 56 from thecrankshaft axis 30 allows for greater mechanical advantage and increased torque. On each side of theengine 22 one of a pair of horizontally opposed cylinders is raised above therotational axis 30 of thecrankshaft 28 and the other is lowered below therotational axis 30 of thecrankshaft 28. Further, because thecompression cylinders 40 are separate from thepower cylinders 34, thecompression cylinders 40 may be designed to have a larger diameter than thepower cylinders 34. This results in thecompression cylinders 40 having a larger volume than thepower cylinders 34, allowing the engine to be supercharged without the use of an external supercharger. This also can improve engine efficiency at higher altitudes by allowing the engine to intake larger volumes of thin air compared to conventional engines. Thepower pistons 36 may also be designed with a longer throw on thecrankshaft 28 compared to thecompression pistons 42 for a longer stroke to over-expand the gas in thepower cylinders 34 and to provide increased efficiency, i.e., the Miller Effect. - The
compression pistons 42 lag slightly behind the power pistons 36 (in degrees of crank angle rotation). This is in contrast to conventional horizontally opposed engines in which neighboring pairs of pistons travel 180 crank angle degrees apart. During operation of theengine 22, as thecompression pistons 42 reach top dead center (TDC), thepower pistons 36 have already reached TDC and have begun the power stroke. Fuel is ignited in eachpower cylinder 34 within a range of 5 to 40 degrees crank angle after thepower piston 36 associated with thepower cylinder 34 has reached its top dead center position (degrees ATDC). Preferably, fuel is ignited in eachpower cylinder 34 within a range of 10 to 30 degrees ATDC. -
FIGS. 4 through 6 illustrate thecompression pistons 42 at approximately the TDC position and thepower pistons 36 moving away from TDC towards bottom dead center (BDC). The rotational direction of the crankshaft 28 (FIG. 5 ) and the relative motions of the power pistons 36 (FIG. 6 ) are indicated by the arrows associated in the drawings with their corresponding components.FIGS. 7 through 9 illustrate thecompression pistons 42 at approximately the BDC position and thepower pistons 36 moving away from BDC towards TDC. The rotational direction of the crankshaft 28 (FIGS. 8 and 9 ) and the relative motions of thepower pistons 36 and compression pistons 42 (FIGS. 7 and 9 ) are indicated by the arrows associated in the drawings with their corresponding components. - The
power pistons 36 may be operatively connected to thecrankshaft 28 by separate crank pins/journals 43 that are 180 degrees apart relative to thecrankshaft axis 30. The pairedpower pistons 36 therefore reach top dead center simultaneously. Likewise, thecompression pistons 42 may be operatively connected to thecrankshaft 28 by separate crank pins/journals 42 that are also 180 degrees apart relative to thecrankshaft axis 30. The pairedcompression pistons 42 therefore also reach top dead center simultaneously. - A spark plug (not shown) may extend into the each of the
power cylinders 34 for igniting air-fuel charges at precise times by an ignition control, also not shown. It should be understood that theengine 22 may be made as a diesel engine and be operated without a spark plug if desired. Moreover, theengine 22 may be designed to operate on any fuel suitable for reciprocating piston engines in general, such as hydrogen, natural gas or bio-diesel. - With the use of the
air reservoirs 26, the split-cycle engine 22 can function as an air hybrid. Thecompression cylinders 40 may then be selectively controllable to place thecompression pistons 42 in a compression mode or an idle mode. Thepower cylinders 34 similarly may be selectively controllable to place thepower pistons 36 in a power mode or an idle mode. Further, theengine 22 may be operable in at least three modes, including an internal combustion engine (ICE) mode, an air compressor (AC) mode and a pre-compressed air power (PAP) mode. In the ICE mode, thecompression pistons 42 andpower pistons 36 are in their respective compression and power modes, in that thecompression pistons 42 draw in and compress inlet air for use in thepower cylinders 34, and compressed air is admitted to thepower cylinders 34 with fuel, at the beginning of an expansion stroke, which is ignited, burned and expanded on the same expansion stroke of thepower pistons 36, transmitting power to thecrankshaft 28, and the combustion products are discharged on the exhaust stroke. In the AC mode, thecompression pistons 42 are in the compression mode and they draw in and compress air that is stored in theair reservoir 26 for later use in the power cylinder or other aircraft components as described in more detail below. In the PAP mode, thepower cylinders 34 are in the power mode and receive compressed air from theair reservoir 26 which is expanded on the expansion stroke of thepower pistons 36, transmitting power to thecrankshaft 28, and the expanded air is discharged on the exhaust stroke. - Optionally, in the PAP mode, fuel may be mixed with the compressed air at the beginning of an expansion stroke and the mixture may be ignited, burned and expanded on the same expansion stroke of the
power pistons 36, transmitting power to thecrankshaft 28, and the combustion products may be discharged on the exhaust stroke. Alternatively, in the PAP mode, the compressed air admitted to thepower cylinders 34 may be expanded without adding fuel or initiating combustion. - Excess compressed air, i.e., air that is not used for combustion in the
power cylinders 34, is transferred from thepressure chambers 50 to the air storage tank(s) 26 via thereservoir passage 54. The stored compressed air may be used for a variety of applications. Such applications may include but are not limited to: a) starting the engine in lieu of an electric starter; b) cabin pressurization; c) inflation of inflatable door seals in pressurized aircraft; d) wheel braking, by either actuating the brake shoes and/or through the active resistance of pressurized air against spinning wheels; e) rotating the propellers for taxiing short distances without fuel being injected into the engine (see PAP mode above); f) driving the wheels of the aircraft to taxi the aircraft without starting the engine and without having the propeller turning (allowing for safer taxiing); g) spinning up the aircraft's wheels before landing so the tires are not subjected to as much frictional wear when they touch the ground during a landing; h) providing a breaking force on the aircraft's wheels for quick stopping in addition to the aircraft's conventional brakes; i) operating the engine with compressed air when the compression cylinders are in an idle mode (see PAP mode above); j) operating flight instruments that utilize gyros; k) providing fuel pressure in the event of a fuel pump failure; l) actuating flight controls and landing gear, for example an air pressure regulating valve could be used to provide finely tuned trim pressure on the control surfaces and could also operate leading edge slats; m) expelling ice from the aircraft's wings; n) inflating airbags for crash protection; o) opening a whole aircraft recovery parachute of a whole aircraft parachute recovery system in lieu of a rocket motor; p) operating emergency evacuation chutes; q) deploying pesticides, fire retardants, flares, munitions, and other items from special use aircraft; r) ejecting water from the aircraft floats and hulls of amphibious aircraft; and s) venting air from small holes in the top of the wings to mimic the effects of vortex generators at slow speeds. - Optionally, the
engine 22 may also be operable in at least a fourth mode, herein designated a high power (HP) mode. In the HP mode, thecompression cylinders 40 are selectively controllable to operate, in effect, as additional power cylinders having expansion strokes and exhaust strokes instead of intake strokes and compression strokes. - During the HP mode, no ambient air is inhaled into the
compression cylinders 40 throughintake valves 52. Rather, both thecompression cylinders 40 andpower cylinders 34 receive compressed air from theair reservoir 26, which is expanded on the compression and power cylinder's respective expansion strokes and discharged on their respective exhaust strokes. - In a preferred embodiment of the HP mode, the
power piston 36 transmits power to thecrankshaft 28 through the process of combustion, while thecompression piston 42 transmits power to thecrankshaft 28 through the process of expanding air from theair reservoir 26 without combustion. That is, in thepower cylinder 34, fuel is mixed with the compressed air at the beginning of an expansion stroke and the mixture is ignited, burned and expanded on the same expansion stroke of thepower cylinder 34. Meanwhile, in thecompression cylinder 40, compressed air admitted to thecompression cylinder 40 is expanded on the expansion stroke of thecompression cylinder 40 without adding fuel or initiating combustion. - Operating the
engine 22 in HP mode literally doubles the number of power strokes available to the aircraft for as long as theair reservoir 26 remains charged with enough air pressure to maintain the HP mode. This mode is useful for increasing power to the aircraft during critical short-term operations, such as gaining altitude to fly over a mountain or quickly accelerating to high speeds for short take-offs. Moreover, the air reservoir can be over pressurized by an external compressor on the ground to enable theengine 22 to operate in HP mode for longer periods of time during take-offs. - Turning now to
FIGS. 10 through 12 , in an alternative embodiment of the invention, the split-cycle engine 122 may be a radial-type split-cycle engine. The split-cycle radial engine 122 includes acrankshaft 128 rotatable about acrankshaft axis 130. Theengine 122 has apower bank 132 including a plurality ofpower cylinders 134 radially disposed around thecrankshaft 128. Apower piston 136 is slidably received within eachpower cylinder 134 and is operatively connected to thecrankshaft 128 such that eachpower piston 136 reciprocates through an expansion stroke and an exhaust stroke during a single rotation of thecrankshaft 128. Acompression bank 138 is axially adjacent thepower bank 132. Thecompression bank 138 includes a plurality ofcompression cylinders 140 radially disposed around thecrankshaft 128 and equal in quantity to the number ofpower cylinders 134. Acompression piston 142 is slidably received within eachcompression cylinder 140 and operatively connected to thecrankshaft 128 such that eachcompression piston 142 reciprocates through an intake stroke and a compression stroke during a single rotation of thecrankshaft 128. Eachcompression cylinder 140 is paired with an associatedpower cylinder 134. Eachcompression 140 andpower cylinder 134 pair includes agas crossover passage 144 interconnecting thecompression cylinder 140 and thepower cylinder 134 of the pair. Thegas crossover passage 144 includes aninlet valve 146 and anoutlet valve 148 defining apressure chamber 150 therebetween.Valves 152 are also provided to control gas flow into thecompression cylinders 140 and out of thepower cylinders 134. Thevalves valves air reservoir 126 may be operatively connected to thepressure chambers 150 by areservoir passage 154 at locations between theinlet valve 146 and theoutlet valve 148 of eachpressure chamber 150. Theair reservoir 126 is selectively operable to receive and deliver compressed air. - The
power bank 132 may be disposed in front of thecompression bank 138 to allow for improved air-cooling of thehotter power bank 132 during engine operation. Thecompression cylinders 140 of thecompression bank 138 may be rotated relative to thepower cylinders 134 of thepower bank 132. In other words, thecompression cylinders 140 may not be directly in line with thepower cylinders 134 but instead may be rotated a few degrees generally relative to thecrankshaft 128 to enhance the flow of air over thecompression cylinders 140. Further, alongitudinal axis 156 of eachcompression cylinder 140 may be offset from therotational axis 130 of thecrankshaft 128. Similarly, alongitudinal axis 156 of eachpower cylinder 134 also may be offset from therotational axis 130 of thecrankshaft 128. Thecompression cylinders 140 may have a larger diameter than thepower cylinders 134 to allow for a larger volume of intake air. Thecompression pistons 142 may also have a shorter stroke than thepower pistons 136. - One of the
power pistons 136 may be operatively connected to thecrankshaft 128 by a first fixedmaster rod 158 and the remainder of thepower pistons 136 may be operatively connected to thefirst master rod 158 by articulatingrods 160. Thefirst master rod 158 has ahub 161 at one end (and hence is fixed to the hub 161). The articulatingrods 160 are pivotally connected to the hub by knuckle pins or other suitable means. Similarly, one of thecompression pistons 142 may be operatively connected to thecrankshaft 128 by a second fixedmaster rod 162 and the remainder of thecompression pistons 142 may be operatively connected to thesecond master rod 162 by articulatingrods 164. The second master rod has ahub 166 at one end (and hence is fixed to the hub 166). The articulatingrods 164 are pivotally connected to thehub 166 by knuckle pins or other suitable pivotal connection means. It should be understood, however, that the power and compression pistons may be operatively connected to the crankshaft by other mechanical arrangements. - The split-
cycle radial engine 122 may include between three and nine power cylinders and an equivalent number of compression cylinders. In the embodiment shown in the drawings, theengine 122 has fivepower cylinders 134 and fivecompression cylinders 140. It should be understood, however, that the split-cycle radial engine 122 is not limited to any particular number of power and compression cylinders, so long as there are an equal number of power and compression cylinders and there are at least three power cylinders and three compression cylinders. - If additional power is desired, the split-
cycle radial engine 122 may also optionally include a second power bank having a plurality of power cylinders radially disposed around the crankshaft and a second compression bank axially adjacent the second power bank including a plurality of compression cylinders radially disposed around the crankshaft and equal in quantity to the number of power cylinders. The second power bank may be axially adjacent the first compression bank in such a way that the four banks are aligned in a row. A power piston is slidably received within each power cylinder of the second power bank and is operatively connected to the crankshaft such that each power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft. Likewise, a compression piston is slidably received within each compression cylinder and operatively connected to the crankshaft such that each compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft. Each compression cylinder of the second compression bank is paired with an associated power cylinder of the second power bank. Each compression and power cylinder pair of the second compression bank and second power bank includes a gas crossover passage interconnecting the compression cylinder and the power cylinder of the pair. The gas crossover passage includes an inlet valve and an outlet valve defining a pressure chamber therebetween. Valves also control gas flow into the compression cylinders of the second compression bank and out of the power cylinders of the second power bank. It should be understood that the split-cycle radial engine 122 may have any number of banks, so long as there is an equal number of power and compression banks. - The
compression pistons 142 lag slightly behind the power pistons 136 (in degrees of crank angle rotation). During operation of the engine, as thecompression pistons 142 reach top dead center (TDC), thepower pistons 136 have already reached TDC and have begun the power stroke. Fuel is ignited in eachpower cylinder 134 within a range of 5 to 40 degrees crank angle after thepower piston 136 associated with thepower cylinder 134 has reached its top dead center position (degrees ATDC). Preferably, fuel is ignited in eachpower cylinder 134 within a range of 10 to 30 degrees ATDC. Thepower cylinders 134 may be arranged to fire in sequential order as the crankshaft rotates. Further, eachpower cylinder 134 fires once per revolution of thecrankshaft 128. This is in contrast to conventional four-stroke radial engines, wherein as the crankshaft rotates, every other cylinder fires such that for every two rotations of the crankshaft, every cylinder fires one time. The rotational direction of thecrankshaft 128 is indicated by an arrow inFIGS. 10-12 that is associated with the crankshaft. - Spark plugs 168 may be provided having electrodes extending into the each of the
power cylinders 134 for igniting air-fuel charges at precise times by an ignition control, not shown. It should be understood that theengine 122 may be made as a diesel engine and be operated without a spark plug if desired. - Although the invention has been described by reference to specific embodiments, it should be understood that numerous changes may be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the described embodiments, but that it have the full scope defined by the language of the following claims.
Claims (9)
1. A split-cycle radial engine comprising:
a crankshaft rotatable about a crankshaft axis;
a power bank including a plurality of power cylinders radially disposed around the crankshaft;
a power piston slidably received within each power cylinder and operatively connected to the crankshaft such that each power piston reciprocates through an expansion stroke and an exhaust stroke during a single rotation of the crankshaft;
a compression bank axially adjacent the power bank, the compression bank including a plurality of compression cylinders radially disposed around the crankshaft and equal in quantity to the number of power cylinders;
a compression piston slidably received within each compression cylinder and operatively connected to the crankshaft such that each compression piston reciprocates through an intake stroke and a compression stroke during a single rotation of the crankshaft;
each compression cylinder being paired with an associated power cylinder;
each compression and power cylinder pair including a gas crossover passage interconnecting the compression cylinder and the power cylinder of the pair, the gas crossover passage including an inlet valve and an outlet valve defining a pressure chamber therebetween; and
valves controlling gas flow into the compression cylinders and out of the power cylinders.
2. The split-cycle radial engine of claim 1 , wherein the compression cylinders of the compression bank are angled relative to the power cylinders of the power bank.
3. The split-cycle radial engine of claim 1 , wherein a longitudinal axis of each compression cylinder is offset from a rotational axis of the crankshaft.
4. The split-cycle radial engine of claim 1 , wherein a longitudinal axis of each power cylinder is offset from a rotational axis of the crankshaft.
5. The split-cycle radial engine of claim 1 , wherein the compression pistons have a shorter stroke than the power pistons.
6. The split-cycle radial engine of claim 1 , wherein the compression cylinders have a larger diameter than the power cylinders.
7. The split-cycle radial engine of claim 1 , wherein the power cylinders are arranged to fire in sequential order as the crankshaft rotates.
8. The split-cycle radial engine of claim 1 , wherein fuel is ignited in each power cylinder within a range of 5 to 40 degrees crank angle after the power piston associated with the power cylinder has reached its top dead center position.
9. The split-cycle radial engine of claim 1 , including an air reservoir operatively connected to the pressure chambers by a reservoir passage at locations between the inlet valve and the outlet valve of each pressure chamber, the air reservoir being selectively operable to receive and deliver compressed air.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/366,048 US20090255491A1 (en) | 2006-09-11 | 2009-02-05 | Split-cycle aircraft engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/518,828 US7513224B2 (en) | 2006-09-11 | 2006-09-11 | Split-cycle aircraft engine |
US12/366,048 US20090255491A1 (en) | 2006-09-11 | 2009-02-05 | Split-cycle aircraft engine |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/518,828 Division US7513224B2 (en) | 2006-09-11 | 2006-09-11 | Split-cycle aircraft engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20090255491A1 true US20090255491A1 (en) | 2009-10-15 |
Family
ID=39184262
Family Applications (3)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/518,828 Expired - Fee Related US7513224B2 (en) | 2006-09-11 | 2006-09-11 | Split-cycle aircraft engine |
US12/366,048 Abandoned US20090255491A1 (en) | 2006-09-11 | 2009-02-05 | Split-cycle aircraft engine |
US12/370,644 Abandoned US20090145129A1 (en) | 2006-09-11 | 2009-02-13 | Split-cycle aircraft engine |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/518,828 Expired - Fee Related US7513224B2 (en) | 2006-09-11 | 2006-09-11 | Split-cycle aircraft engine |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/370,644 Abandoned US20090145129A1 (en) | 2006-09-11 | 2009-02-13 | Split-cycle aircraft engine |
Country Status (11)
Country | Link |
---|---|
US (3) | US7513224B2 (en) |
EP (1) | EP2061951A4 (en) |
JP (1) | JP5005766B2 (en) |
KR (1) | KR101015810B1 (en) |
CN (1) | CN101512135B (en) |
AU (1) | AU2007295009B2 (en) |
CA (1) | CA2662433C (en) |
MX (1) | MX2009002387A (en) |
MY (1) | MY144599A (en) |
RU (1) | RU2425992C2 (en) |
WO (1) | WO2008033254A2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20120167566A1 (en) * | 2009-09-23 | 2012-07-05 | Green Engine Consulting S.R.L. | Split-cycle engine |
Families Citing this family (27)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2313627A2 (en) * | 2008-06-16 | 2011-04-27 | Planetary Rotor Engine Company | Planetary rotary engine |
WO2010129872A1 (en) * | 2009-05-07 | 2010-11-11 | Scuderi Group, Llc | Air supply for components of a split-cycle engine |
JP4927157B2 (en) * | 2009-12-08 | 2012-05-09 | ▲ふく▼楊 久慶 | Hybrid engine |
MX2011011837A (en) * | 2010-03-15 | 2011-11-29 | Scuderi Group Llc | Electrically alterable circuit for use in an integrated circuit device. |
WO2011159756A1 (en) | 2010-06-18 | 2011-12-22 | Scuderi Group, Llc | Split-cycle engine with crossover passage combustion |
EP2619427A4 (en) * | 2010-09-24 | 2015-10-21 | Scuderi Group Llc | Turbocharged downsized compression cylinder for a split-cycle engine |
US8833315B2 (en) | 2010-09-29 | 2014-09-16 | Scuderi Group, Inc. | Crossover passage sizing for split-cycle engine |
CN103228887A (en) | 2010-10-01 | 2013-07-31 | 史古德利集团公司 | Split-cycle air hybrid v-engine |
EP2668375A2 (en) | 2011-01-27 | 2013-12-04 | Scuderi Group, Inc. | Lost-motion variable valve actuation system with cam phaser |
US8707916B2 (en) | 2011-01-27 | 2014-04-29 | Scuderi Group, Inc. | Lost-motion variable valve actuation system with valve deactivation |
US9109468B2 (en) | 2012-01-06 | 2015-08-18 | Scuderi Group, Llc | Lost-motion variable valve actuation system |
US8960138B2 (en) * | 2012-03-19 | 2015-02-24 | Ford Global Technologies, Llc | Dual crankshaft engine |
GB201204941D0 (en) * | 2012-03-21 | 2012-05-02 | Airbus Operations Ltd | A vent for an aircraft wing fuel tank |
US8904981B2 (en) | 2012-05-08 | 2014-12-09 | Caterpillar Inc. | Alternating split cycle combustion engine and method |
EP2948668A4 (en) * | 2013-01-23 | 2017-03-22 | Combustion 8 Technologies LLC | Increased diesel engine efficiency by using nitrous oxide as a fuel additive |
EP2971636A1 (en) | 2013-03-15 | 2016-01-20 | Scuderi Group, Inc. | Split-cycle engines with direct injection |
DE102013210471A1 (en) * | 2013-06-05 | 2014-12-11 | Bayerische Motoren Werke Aktiengesellschaft | Reciprocating internal combustion engine |
FR3011879B1 (en) * | 2013-10-14 | 2017-12-29 | Soc De Motorisations Aeronautiques | ENGINE IN FLAT CONFIGURATION WITH IMPROVED ARRANGEMENT OF CYLINDERS BENCHES |
US10429095B2 (en) * | 2015-02-04 | 2019-10-01 | Todd Gerard Schmidt | Schmitty compressor |
US11628942B2 (en) | 2019-03-01 | 2023-04-18 | Pratt & Whitney Canada Corp. | Torque ripple control for an aircraft power train |
US11732639B2 (en) | 2019-03-01 | 2023-08-22 | Pratt & Whitney Canada Corp. | Mechanical disconnects for parallel power lanes in hybrid electric propulsion systems |
EP3931091A4 (en) | 2019-03-01 | 2023-01-11 | Pratt & Whitney Canada Corp. | Distributed propulsion configurations for aircraft having mixed drive systems |
US11535392B2 (en) | 2019-03-18 | 2022-12-27 | Pratt & Whitney Canada Corp. | Architectures for hybrid-electric propulsion |
US11255321B1 (en) * | 2019-04-30 | 2022-02-22 | Northwest Uld, Inc. | UAV propulsion system with dual rotary valves and multi-compartment crankcase |
US11486472B2 (en) | 2020-04-16 | 2022-11-01 | United Technologies Advanced Projects Inc. | Gear sytems with variable speed drive |
WO2023004487A1 (en) * | 2021-07-26 | 2023-02-02 | Limane Abdelhakim | Use of a fluid as a secondary virtual compression piston for an internal combustion engine |
WO2024067541A1 (en) * | 2022-09-30 | 2024-04-04 | 韩厚华 | Energy generation device |
Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1301141A (en) * | 1917-09-18 | 1919-04-22 | Thomas Abney Napier Leadbetter | Internal-combustion engine. |
US1626457A (en) * | 1925-08-20 | 1927-04-26 | Newton F Foner | Engine |
US1937801A (en) * | 1929-10-31 | 1933-12-05 | Packard Motor Car Co | Internal combustion engine |
US1962530A (en) * | 1930-03-22 | 1934-06-12 | Schubert Julius | Internal combustion engine |
US1967596A (en) * | 1931-11-05 | 1934-07-24 | Schubert Julius | Internal combustion engine |
US2064082A (en) * | 1933-10-09 | 1936-12-15 | Reimherr Philip | Internal combustion engine |
US4185596A (en) * | 1978-04-28 | 1980-01-29 | Toyota Jidosha Kogyo Kabushiki Kaisha | Two-stroke cycle gasoline engine |
US4696158A (en) * | 1982-09-29 | 1987-09-29 | Defrancisco Roberto F | Internal combustion engine of positive displacement expansion chambers with multiple separate combustion chambers of variable volume, separate compressor of variable capacity and pneumatic accumulator |
US6058901A (en) * | 1998-11-03 | 2000-05-09 | Ford Global Technologies, Inc. | Offset crankshaft engine |
US6062176A (en) * | 1996-08-20 | 2000-05-16 | Berger; Lee | Multicylinder, two-stroke, radial engine for model airplanes and the like |
US6340004B1 (en) * | 1999-08-31 | 2002-01-22 | Richard Patton | Internal combustion engine with regenerator and hot air ignition |
US6789514B2 (en) * | 2001-07-30 | 2004-09-14 | Massachusetts Institute Of Technology | Internal combustion engine |
US20040255882A1 (en) * | 2003-06-20 | 2004-12-23 | Branyon David P. | Split-cycle four-stroke engine |
US20080006739A1 (en) * | 2005-12-02 | 2008-01-10 | Kazuhiko Mochida | Vehicle power train including at least two power sources |
US7353786B2 (en) * | 2006-01-07 | 2008-04-08 | Scuderi Group, Llc | Split-cycle air hybrid engine |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1854043A (en) * | 1927-07-23 | 1932-04-12 | Korner Hubert | Aeroplane |
US1686071A (en) * | 1927-08-20 | 1928-10-02 | Cavaleri Vincent | Aeroplane |
US2152981A (en) * | 1938-02-24 | 1939-04-04 | Uther H Taylor | Airplane wing with variable angles of incidence |
US3765180A (en) * | 1972-08-03 | 1973-10-16 | R Brown | Compressed air engine |
ZA785334B (en) * | 1977-09-22 | 1979-09-26 | J Wishart | Improved split cycle internal combustion engines |
IT1278531B1 (en) * | 1995-12-13 | 1997-11-24 | Giuseppe Raoul Piccinini | ALTERNATIVE MACHINE |
FR2748776B1 (en) * | 1996-04-15 | 1998-07-31 | Negre Guy | METHOD OF CYCLIC INTERNAL COMBUSTION ENGINE WITH INDEPENDENT COMBUSTION CHAMBER WITH CONSTANT VOLUME |
FR2758589B1 (en) * | 1997-01-22 | 1999-06-18 | Guy Negre | PROCESS AND DEVICE FOR RECOVERING AMBIENT THERMAL ENERGY FOR VEHICLE EQUIPPED WITH DEPOLLUTE ENGINE WITH ADDITIONAL COMPRESSED AIR INJECTION |
BR9909653A (en) * | 1998-03-17 | 2000-11-21 | Tecat Engineering Inc | High power density diesel engine |
US6695878B2 (en) * | 2000-06-26 | 2004-02-24 | Rex Medical, L.P. | Vascular device for valve leaflet apposition |
US6543225B2 (en) * | 2001-07-20 | 2003-04-08 | Scuderi Group Llc | Split four stroke cycle internal combustion engine |
FR2831598A1 (en) * | 2001-10-25 | 2003-05-02 | Mdi Motor Dev Internat | COMPRESSOR COMPRESSED AIR-INJECTION-MOTOR-GENERATOR MOTOR-GENERATOR GROUP OPERATING IN MONO AND PLURI ENERGIES |
WO2004072448A2 (en) * | 2003-02-12 | 2004-08-26 | D-J Engineering, Inc. | Air injection engine |
US6986329B2 (en) * | 2003-07-23 | 2006-01-17 | Scuderi Salvatore C | Split-cycle engine with dwell piston motion |
US6899061B1 (en) * | 2004-01-09 | 2005-05-31 | John L. Loth | Compression ignition by air injection cycle and engine |
-
2006
- 2006-09-11 US US11/518,828 patent/US7513224B2/en not_active Expired - Fee Related
-
2007
- 2007-09-04 KR KR1020097004942A patent/KR101015810B1/en not_active IP Right Cessation
- 2007-09-04 MX MX2009002387A patent/MX2009002387A/en active IP Right Grant
- 2007-09-04 MY MYPI20090904A patent/MY144599A/en unknown
- 2007-09-04 JP JP2009528240A patent/JP5005766B2/en not_active Expired - Fee Related
- 2007-09-04 EP EP07837818A patent/EP2061951A4/en not_active Withdrawn
- 2007-09-04 AU AU2007295009A patent/AU2007295009B2/en not_active Ceased
- 2007-09-04 CA CA2662433A patent/CA2662433C/en not_active Expired - Fee Related
- 2007-09-04 CN CN2007800335747A patent/CN101512135B/en not_active Expired - Fee Related
- 2007-09-04 RU RU2009113472/06A patent/RU2425992C2/en not_active IP Right Cessation
- 2007-09-04 WO PCT/US2007/019458 patent/WO2008033254A2/en active Application Filing
-
2009
- 2009-02-05 US US12/366,048 patent/US20090255491A1/en not_active Abandoned
- 2009-02-13 US US12/370,644 patent/US20090145129A1/en not_active Abandoned
Patent Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1301141A (en) * | 1917-09-18 | 1919-04-22 | Thomas Abney Napier Leadbetter | Internal-combustion engine. |
US1626457A (en) * | 1925-08-20 | 1927-04-26 | Newton F Foner | Engine |
US1937801A (en) * | 1929-10-31 | 1933-12-05 | Packard Motor Car Co | Internal combustion engine |
US1962530A (en) * | 1930-03-22 | 1934-06-12 | Schubert Julius | Internal combustion engine |
US1967596A (en) * | 1931-11-05 | 1934-07-24 | Schubert Julius | Internal combustion engine |
US2064082A (en) * | 1933-10-09 | 1936-12-15 | Reimherr Philip | Internal combustion engine |
US4185596A (en) * | 1978-04-28 | 1980-01-29 | Toyota Jidosha Kogyo Kabushiki Kaisha | Two-stroke cycle gasoline engine |
US4696158A (en) * | 1982-09-29 | 1987-09-29 | Defrancisco Roberto F | Internal combustion engine of positive displacement expansion chambers with multiple separate combustion chambers of variable volume, separate compressor of variable capacity and pneumatic accumulator |
US6062176A (en) * | 1996-08-20 | 2000-05-16 | Berger; Lee | Multicylinder, two-stroke, radial engine for model airplanes and the like |
US6058901A (en) * | 1998-11-03 | 2000-05-09 | Ford Global Technologies, Inc. | Offset crankshaft engine |
US6340004B1 (en) * | 1999-08-31 | 2002-01-22 | Richard Patton | Internal combustion engine with regenerator and hot air ignition |
US6789514B2 (en) * | 2001-07-30 | 2004-09-14 | Massachusetts Institute Of Technology | Internal combustion engine |
US20040255882A1 (en) * | 2003-06-20 | 2004-12-23 | Branyon David P. | Split-cycle four-stroke engine |
US20080006739A1 (en) * | 2005-12-02 | 2008-01-10 | Kazuhiko Mochida | Vehicle power train including at least two power sources |
US7353786B2 (en) * | 2006-01-07 | 2008-04-08 | Scuderi Group, Llc | Split-cycle air hybrid engine |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20120167566A1 (en) * | 2009-09-23 | 2012-07-05 | Green Engine Consulting S.R.L. | Split-cycle engine |
US8720396B2 (en) * | 2009-09-23 | 2014-05-13 | Green Engine Consulting S.R.L. | Split-cycle engine |
Also Published As
Publication number | Publication date |
---|---|
WO2008033254A4 (en) | 2009-02-26 |
CN101512135B (en) | 2012-04-25 |
EP2061951A4 (en) | 2012-05-09 |
CN101512135A (en) | 2009-08-19 |
AU2007295009B2 (en) | 2011-06-23 |
RU2009113472A (en) | 2010-10-20 |
US20090145129A1 (en) | 2009-06-11 |
KR20090057379A (en) | 2009-06-05 |
KR101015810B1 (en) | 2011-02-22 |
EP2061951A2 (en) | 2009-05-27 |
WO2008033254A3 (en) | 2008-12-31 |
JP5005766B2 (en) | 2012-08-22 |
CA2662433A1 (en) | 2008-03-20 |
AU2007295009A1 (en) | 2008-03-20 |
US7513224B2 (en) | 2009-04-07 |
CA2662433C (en) | 2011-11-01 |
MX2009002387A (en) | 2009-03-20 |
MY144599A (en) | 2011-10-14 |
RU2425992C2 (en) | 2011-08-10 |
WO2008033254A2 (en) | 2008-03-20 |
US20090050103A1 (en) | 2009-02-26 |
JP2010522837A (en) | 2010-07-08 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7513224B2 (en) | Split-cycle aircraft engine | |
US6431146B1 (en) | Free piston engine and self-actuated fuel injector therefor | |
CN110023191A (en) | The vertical lift device that series hybrid-power promotes | |
US5149012A (en) | Turbocraft | |
CN103183132B (en) | Launch by power source unit body and aircraft carrier combustion and steam ejector and catapult technique | |
WO2006116907A1 (en) | Air compression aeroengine | |
CN107816384B (en) | Aviation hybrid power system and its unmanned plane based on radial-piston motor | |
Cantore et al. | A new design concept for 2-Stroke aircraft Diesel engines | |
CN114104303A (en) | Propulsion system for an aircraft | |
CN106005402A (en) | Flying saucer type hypersonic stealth jet aircraft capable of realizing vertical take-off and landing | |
CN103291496A (en) | Cock engine | |
US5050384A (en) | Two-stroke cycle internal combustion engine | |
CN213063693U (en) | Piston type power assembly and aircraft | |
Gawale et al. | Paper 2004-01-design studies of power plant system of non-rigid airships | |
TR2023006249A2 (en) | TWO-STROKE AXIAL TYPE INTERNAL COMBUSTION ENGINE | |
WO2020144594A1 (en) | Internal combustion engine | |
KR20210093472A (en) | gravity engine | |
Moult | Small Aero-Engines—Past, Present and Future | |
Johnston | Possible Solution for USAF Materiel Command Requirement for a 75 Ton Payload. 8 Mach Cruise Global Freighter with Un-refueled Round the World Range | |
Munk | A diesel powerplant development program for airships | |
RU2015066C1 (en) | Helicopter | |
Hooker | The application of the gas turbine to aircraft propulsion | |
Smith et al. | Meyer nutating disc engine: A new concept in internal combustion engine technology | |
Champion JR | Recent Development in Aircraft Powerplants | |
BROUWERS | Lightweight diesel aircraft engines for general aviation |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SCUDERI GROUP LLC., MASSACHUSETTS Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:HEATON, CLIFFORD D.;REEL/FRAME:024951/0354 Effective date: 20060908 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |