WO2003069142A1 - Free piston internal combustion engine - Google Patents

Free piston internal combustion engine Download PDF

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Publication number
WO2003069142A1
WO2003069142A1 PCT/ZA2003/000020 ZA0300020W WO03069142A1 WO 2003069142 A1 WO2003069142 A1 WO 2003069142A1 ZA 0300020 W ZA0300020 W ZA 0300020W WO 03069142 A1 WO03069142 A1 WO 03069142A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
free piston
engine according
chamber
Prior art date
Application number
PCT/ZA2003/000020
Other languages
French (fr)
Inventor
Herman Petrus Roodt
Norman George Starkey
Hendrik Christoffel White
Original Assignee
De Jager, Cornelis, Johannes
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by De Jager, Cornelis, Johannes filed Critical De Jager, Cornelis, Johannes
Priority to AU2003218511A priority Critical patent/AU2003218511A1/en
Publication of WO2003069142A1 publication Critical patent/WO2003069142A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B71/00—Free-piston engines; Engines without rotary main shaft
    • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • 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
    • F02B75/246—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1869—Linear generators; sectional generators
    • H02K7/1876—Linear generators; sectional generators with reciprocating, linearly oscillating or vibrating parts
    • H02K7/1884—Linear generators; sectional generators with reciprocating, linearly oscillating or vibrating parts structurally associated with free piston engines
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into 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
    • 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
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F02B63/041—Linear electric generators
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • This invention relates to a free piston internal combustion engine.
  • USA patent 6,199,519 discloses a free-piston, two-stroke auto-ignition internal combustion engine, which utilises relatively high compression ratios, short burn durations, and homogeneous fuel/air mixtures in conjunction with low equivalence ratios.
  • the engine includes an electrical generator having a linear alternator with a double-ended free piston that oscillates inside a closed cylinder. Fuel and air are introduced in a two-stroke cycle fashion on each end, where the cylinder charge is compressed to the point of auto- ignition without spark plugs. The piston is driven in an oscillating motion as combustion occurs successively on each end. This leads to rapid combustion at almost constant volume for any fuel/air equivalence ratio mixture at very high compression ratios.
  • a free piston internal combustion engine comprising: a cylinder defining at least one combustion chamber; - at least one inlet to the chamber for combustible fluid; and a piston disposed inside the chamber and freely reciprocatingly movable inside the chamber on combustion of the combustible fluid; the engine being adapted to run on combustible fluid including predominantly hydrogen and oxygen, the arrangement being such that an outlet for exhaust gas is optional.
  • the chamber may include a liquid outlet for draining liquid, which may form during the combustion of the fluid.
  • the piston divides the combustion chamber into first and second secondary combustion chambers disposed on opposite sides of the piston.
  • Each secondary chamber may therefore be provided with its own inlet for combustible fluid, the arrangement being such that the combustible fluid is combusted on each stroke of the piston.
  • each stroke of the piston includes a fluid intake phase and a subsequent combustion phase.
  • the arrangement may further be such that for the second chamber, the corresponding stroke of the piston includes an implosion phase coinciding with the intake phase of the first chamber and vice versa.
  • the free piston engine may include an induction current generating device comprising a conductive coil and an inductive body of magnetic or magnetisable material movable relative to the coil to induce an electrical current in the coil.
  • the inductive body is provided by the piston.
  • the inductive body may be connected to and movable with the piston.
  • the inductive body may be connected to the piston via a connecting shaft.
  • Each chamber may be provided with a spark plug.
  • the spark plugs may be provided with electrical current from the induction current generating device.
  • the engine may be provided with a battery connected to the induction current generating device and/or the spark plugs.
  • the piston may be connected to a crank means comprising a crankshaft connected to a flywheel via a crank.
  • the crankshaft may extend through a slot defined in a side wall of the cylinder.
  • Said fluid inlet may be connected to a source of combustible fluid via an inlet tube comprising a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid, the arrangement being such that charged hydrogen particles are forced along the inlet tube towards the inlet.
  • an inlet tube comprising a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid, the arrangement being such that charged hydrogen particles are forced along the inlet tube towards the inlet.
  • a vehicle including a free piston internal combustion engine according to the first aspect of the invention.
  • figure 1 is a longitudinal sectional view of a free piston internal combustion engine according to a first embodiment of the invention with a piston in a top dead position
  • figure 2 is the same view as that of figure 1 , with the piston intermediate the top dead and lower dead positions
  • figure 3 is a longitudinal sectional view of a free piston internal combustion engine according to a second embodiment of the invention also with its piston in the top dead position.
  • a free piston internal combustion engine according to a first embodiment of the invention is generally designated by reference numeral 10.
  • the free piston engine 10 comprises a cylinder 12 defining a combustion chamber 14; and a piston 18 disposed inside the chamber 14.
  • the piston 18 divides the combustion chamber 14 into two secondary combustion chambers 14.1 and 14.2 respectively, disposed on opposite sides of the piston 18.
  • the secondary combustion chambers 14.1 and 14.2 are each provided with an inlet 16.1 and 16.2 for combustible fluid; and a spark plug 20.1 and 20.2, respectively.
  • the free piston engine 10 is also provided with a battery (not shown) connected to the spark plugs 20.1 and 20.2.
  • the piston 18 is freely reciprocatingly movable inside the chamber 14 on combustion of the combustible fluid, between a top dead position (TDP) shown in figure 1 and an opposite lower dead position (LDP). In figure 2, the piston 18 is shown intermediate the TD and LD positions.
  • the piston 18 is further connected to a crank means 22 comprising a crankshaft 22.1 connected to flywheel 22.2 via a crank 22.3.
  • the crankshaft 22.1 extends through a slot 24 defined in a side wall 26 of the cylinder 12.
  • Each inlet 16 is connected to a source (not shown) of combustible fluid containing predominantly hydrogen and oxygen, via an inlet tube 28.
  • the inlet tube 28 comprises a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid (also not shown), the arrangement being such that charged hydrogen particles are forced along the inlet tube 28 to the inlets 16.
  • inlet 16.1 is opened to fill the first secondary combustion chamber 14.1 with combustible fluid, during a first or fluid intake phase of movement of the piston 18 to the TDP. As will become evident below, this first phase coincides with an implosion phase in the second secondary combustion chamber 14.2.
  • the combustion phase is followed by an implosion phase, which pulls the piston 18 backwardly to the LDP, while the second inlet 16.2 is opened to allow combustible fluid to flow into the second secondary chamber 14.2.
  • This constitutes a first fluid intake phase of the piston's movement towards the LDP.
  • the inlet 16.2 is closed and the second spark plug 20.2 fired to combust the combustible fluid in the second secondary combustion chamber 14.2, thus driving the piston 18 further towards the LDP during a combustion phase.
  • combustion phase in the second secondary combustion chamber is followed by an implosion phase in the second secondary combustion, which pulls the piston 18 back towards the TDP.
  • the above procedure is repeated rapidly and in close succession to drive the piston 18 reciprocatingly at a relatively high speed between the LDP and the TDP.
  • This reciprocal movement of the piston 18 is used to drive the crankshaft 22.1 , which in turn rotates the flywheel 22.2 via the crank 22.3.
  • a free piston internal combustion engine according to a second embodiment of the invention is generally designated by reference numeral 10B.
  • the engine 10B is similar to the engine 10, with the exception that the engine 10B includes an induction current generating device 30. Instead of a crank means 22, the device 30 includes a conductive coil 32; and an inductive body 34 of magnetic or magnetisable material.
  • the inductive body 34 is located inside the coil 32 and connected to the piston 18 via a connecting shaft 36.
  • the inductive body 34 therefore moves reciprocatingly inside the coil 32, when the piston 18 moves as hereinbefore described, to induce an electrical current in the coil 32.
  • the piston itself can provide the inductive body, with the coil being wound around the cylinder substantially as described in the above USA patent 6,199,519.
  • the current which is generated by the current generating device 30, can be used for a plurality of purposes.
  • the spark plugs 20.1 and 20.2 in each combustion chamber 14.1 and 14.2 can be supplied with electrical current or the battery can be charged. Further for example, electrical motors (not shown) can be driven.

Abstract

This invention provides a free piston internal combustion engine comprising a cylinder defining a combustion chamber 14; and a piston 18 disposed inside the chamber 14. The piston 18 divides the combustion chamber 14 into two secondary combustion chambers 14.1 and 14.2 respectively, disposed on opposite sides of the piston 18. The secondary combustion chambers 14.1 and 14.2 are each provided with an inlet 16.1 and 16.2 for combustible fluid; and a spark plug 20.1 and 20.2, respectively. The piston 18 is freely reciprocatingly movable inside the chamber 14 on combustion of the combustible fluid containing predominantly hydrogen and oxygen. Owing to the fact that water is the major combustion product and no harmful exhaust gases are generated during combustion, no exhaust system is necessary, except for a liquid outlet comprising a water trap 38; a drain 40; and a valve 42 disposed in the drain 40.

Description

FREE PISTON INTERNAL COMBUSTION ENGINE
INTRODUCTION AND BACKGROUND TO THE INVENTION
This invention relates to a free piston internal combustion engine.
USA patent 6,199,519 discloses a free-piston, two-stroke auto-ignition internal combustion engine, which utilises relatively high compression ratios, short burn durations, and homogeneous fuel/air mixtures in conjunction with low equivalence ratios. The engine includes an electrical generator having a linear alternator with a double-ended free piston that oscillates inside a closed cylinder. Fuel and air are introduced in a two-stroke cycle fashion on each end, where the cylinder charge is compressed to the point of auto- ignition without spark plugs. The piston is driven in an oscillating motion as combustion occurs successively on each end. This leads to rapid combustion at almost constant volume for any fuel/air equivalence ratio mixture at very high compression ratios.
A disadvantage of the known engine is that it utilises fossil fuels, which cause polluting emissions, albeit at levels lower than conventional internal combustion engines. An exhaust system therefore has to be provided and the two-stroke cycle results in a relatively high fuel consumption. OBJECT OF THE INVENTION
It is therefore an object of the present invention to provide a free piston internal combustion engine with which the aforesaid disadvantage can be overcome or at least minimised.
SUMMARY OF THE INVENTION
According to a first aspect of the invention there is provided a free piston internal combustion engine comprising: a cylinder defining at least one combustion chamber; - at least one inlet to the chamber for combustible fluid; and a piston disposed inside the chamber and freely reciprocatingly movable inside the chamber on combustion of the combustible fluid; the engine being adapted to run on combustible fluid including predominantly hydrogen and oxygen, the arrangement being such that an outlet for exhaust gas is optional.
The applicant foresees that, instead of an exhaust outlet, the chamber may include a liquid outlet for draining liquid, which may form during the combustion of the fluid.
The piston divides the combustion chamber into first and second secondary combustion chambers disposed on opposite sides of the piston. Each secondary chamber may therefore be provided with its own inlet for combustible fluid, the arrangement being such that the combustible fluid is combusted on each stroke of the piston.
The arrangement may be such that, for the first chamber, each stroke of the piston includes a fluid intake phase and a subsequent combustion phase.
The arrangement may further be such that for the second chamber, the corresponding stroke of the piston includes an implosion phase coinciding with the intake phase of the first chamber and vice versa.
The free piston engine may include an induction current generating device comprising a conductive coil and an inductive body of magnetic or magnetisable material movable relative to the coil to induce an electrical current in the coil.
In one embodiment, the inductive body is provided by the piston.
Alternatively, the inductive body may be connected to and movable with the piston.
Further, the inductive body may be connected to the piston via a connecting shaft. Each chamber may be provided with a spark plug.
The spark plugs may be provided with electrical current from the induction current generating device.
Alternatively or in addition, the engine may be provided with a battery connected to the induction current generating device and/or the spark plugs.
The piston may be connected to a crank means comprising a crankshaft connected to a flywheel via a crank.
The crankshaft may extend through a slot defined in a side wall of the cylinder.
Said fluid inlet may be connected to a source of combustible fluid via an inlet tube comprising a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid, the arrangement being such that charged hydrogen particles are forced along the inlet tube towards the inlet.
According to a second aspect of the invention there is provided a vehicle including a free piston internal combustion engine according to the first aspect of the invention. BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described further by way of non-limiting examples with reference to the accompanying drawings wherein: figure 1 is a longitudinal sectional view of a free piston internal combustion engine according to a first embodiment of the invention with a piston in a top dead position; figure 2 is the same view as that of figure 1 , with the piston intermediate the top dead and lower dead positions; and figure 3 is a longitudinal sectional view of a free piston internal combustion engine according to a second embodiment of the invention also with its piston in the top dead position.
In the drawings, like components are given the same numbers.
DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION
Referring to figures 1 and 2, a free piston internal combustion engine according to a first embodiment of the invention is generally designated by reference numeral 10.
The free piston engine 10 comprises a cylinder 12 defining a combustion chamber 14; and a piston 18 disposed inside the chamber 14. The piston 18 divides the combustion chamber 14 into two secondary combustion chambers 14.1 and 14.2 respectively, disposed on opposite sides of the piston 18. The secondary combustion chambers 14.1 and 14.2 are each provided with an inlet 16.1 and 16.2 for combustible fluid; and a spark plug 20.1 and 20.2, respectively. The free piston engine 10 is also provided with a battery (not shown) connected to the spark plugs 20.1 and 20.2.
The piston 18 is freely reciprocatingly movable inside the chamber 14 on combustion of the combustible fluid, between a top dead position (TDP) shown in figure 1 and an opposite lower dead position (LDP). In figure 2, the piston 18 is shown intermediate the TD and LD positions.
The piston 18 is further connected to a crank means 22 comprising a crankshaft 22.1 connected to flywheel 22.2 via a crank 22.3. The crankshaft 22.1 extends through a slot 24 defined in a side wall 26 of the cylinder 12.
Each inlet 16 is connected to a source (not shown) of combustible fluid containing predominantly hydrogen and oxygen, via an inlet tube 28. The inlet tube 28 comprises a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid (also not shown), the arrangement being such that charged hydrogen particles are forced along the inlet tube 28 to the inlets 16. In use, when the piston 18 moves from the LDP to the TDP, inlet 16.1 is opened to fill the first secondary combustion chamber 14.1 with combustible fluid, during a first or fluid intake phase of movement of the piston 18 to the TDP. As will become evident below, this first phase coincides with an implosion phase in the second secondary combustion chamber 14.2. Subsequently, while the piston 18 is moving towards the TDP, the inlet 16.1 is closed and the spark plug 20.1 fired to combust the combustible fluid in the first secondary combustion chamber 14.1. This drives the piston 18 further towards the TDP during a combustion phase.
Owing to the nature of the combustible fluid, the combustion phase is followed by an implosion phase, which pulls the piston 18 backwardly to the LDP, while the second inlet 16.2 is opened to allow combustible fluid to flow into the second secondary chamber 14.2. This in turn constitutes a first fluid intake phase of the piston's movement towards the LDP. Subsequently, the inlet 16.2 is closed and the second spark plug 20.2 fired to combust the combustible fluid in the second secondary combustion chamber 14.2, thus driving the piston 18 further towards the LDP during a combustion phase. Owing to the nature of the combustible fluid, the. combustion phase in the second secondary combustion chamber is followed by an implosion phase in the second secondary combustion, which pulls the piston 18 back towards the TDP. The above procedure is repeated rapidly and in close succession to drive the piston 18 reciprocatingly at a relatively high speed between the LDP and the TDP. This reciprocal movement of the piston 18 is used to drive the crankshaft 22.1 , which in turn rotates the flywheel 22.2 via the crank 22.3.
Referring to figure 3, a free piston internal combustion engine according to a second embodiment of the invention is generally designated by reference numeral 10B.
The engine 10B is similar to the engine 10, with the exception that the engine 10B includes an induction current generating device 30. Instead of a crank means 22, the device 30 includes a conductive coil 32; and an inductive body 34 of magnetic or magnetisable material. The inductive body 34 is located inside the coil 32 and connected to the piston 18 via a connecting shaft 36. The inductive body 34 therefore moves reciprocatingly inside the coil 32, when the piston 18 moves as hereinbefore described, to induce an electrical current in the coil 32. In accordance with an embodiment, which is not shown, the piston itself can provide the inductive body, with the coil being wound around the cylinder substantially as described in the above USA patent 6,199,519.
The current, which is generated by the current generating device 30, can be used for a plurality of purposes. For example, the spark plugs 20.1 and 20.2 in each combustion chamber 14.1 and 14.2 can be supplied with electrical current or the battery can be charged. Further for example, electrical motors (not shown) can be driven.
It will be appreciated, that owing to the fact that water is the major combustion product and no harmful exhaust gases are generated during combustion, no exhaust system is necessary. The applicant foresees that all that would be required is a liquid outlet comprising a water trap 38; a drain 40, extending from the trap 38; and a valve 42 disposed in the drain 40.
It will be appreciated further that variations in detail are possible with a free piston internal combustion engine according to the invention without departing from the scope of the appended claims.

Claims

1. A free piston internal combustion engine comprising a cylinder defining at least one combustion chamber; at least one inlet to the chamber for combustible fluid; and a piston disposed inside the chamber and freely reciprocatingly movable inside the chamber on combustion of the combustible fluid; the engine being adapted to run on combustible fluid including predominantly hydrogen and oxygen, the arrangement being such that an outlet for exhaust gas is optional.
2. A free piston internal combustion engine according to claim 1 wherein the arrangement is further such that, instead of an exhaust outlet, the chamber includes a liquid outlet for draining liquid, which forms during the combustion of the fluid.
3. A free piston internal combustion engine according to claim 1 or claim 2 wherein the piston divides the combustion chamber into first and second secondary combustion chambers disposed on opposite sides of the piston.
4. A free piston internal combustion engine according to claim 3 wherein each secondary chamber is provided with its own inlet for combustible fluid, the arrangement being even further such that the combustible fluid is combusted on each stroke of the piston.
5. A free piston internal combustion engine according to claim 4 wherein the arrangement is yet further such that, for the first chamber, each stroke of the piston includes a fluid intake phase and a subsequent combustion phase.
6. A free piston internal combustion engine according to claim 6 wherein the arrangement is even further such that for the second chamber, the corresponding stroke of the piston includes an implosion phase coinciding with the intake phase of the first chamber and vice versa.
7. A free piston internal combustion engine according to any one of the preceding claims which includes an induction current generating device comprising a conductive coil and an inductive body of magnetic or magnetisable material movable relative to the coil to induce an electrical current in the coil.
8. A free piston internal combustion engine according to claim 7 wherein the inductive body is provided by the piston.
9. A free piston internal combustion engine according to claim 7 wherein the inductive body is connected to and movable with the piston.
10. A free piston internal combustion engine according to claim 9 wherein the inductive body is connected to the piston via a connecting shaft.
11. A free piston internal combustion engine according to any one of claims 7 to 10 insofar as they are dependant on claim 3 wherein each chamber is provided with a spark plug.
12. A free piston internal combustion engine according to claim 11 wherein the spark plugs are provided with electrical current from the induction current generating device.
13. A free piston internal combustion engine according to claim 11 which is provided with a battery connected to the induction current generating device and/or the spark plugs.
14. A free piston internal combustion engine according to any one of the preceding claims wherein the piston is connected to a crank means comprising a crankshaft connected to a flywheel via a crank.
15. A free piston internal combustion engine according to claim 14 wherein the crankshaft extends through a slot defined in a side wall of the cylinder.
16. A free piston internal combustion engine according to any one of the preceding claims wherein the said fluid inlet is connected to a source of combustible fluid via an inlet tube comprising a tube of insulating material such as Teflon or the like surrounded by a negatively polarised conductive braid, the arrangement being such that charged hydrogen particles are forced along the inlet tube towards the inlet.
17. A free piston internal combustion engine substantially as herein described and as illustrated in the accompanying drawings.
18. A vehicle including a free piston internal combustion engine according to any one of the preceding claims.
PCT/ZA2003/000020 2002-02-12 2003-02-12 Free piston internal combustion engine WO2003069142A1 (en)

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Application Number Priority Date Filing Date Title
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ZA200201185 2002-02-12
ZA2002/1185 2002-02-12

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7318506B1 (en) 2006-09-19 2008-01-15 Vladimir Meic Free piston engine with linear power generator system
WO2011125064A1 (en) * 2010-04-06 2011-10-13 Jitendra Kumar Barthakur An implosion enabled engine - exothermic type and a method for operating the same
WO2012147088A1 (en) * 2011-04-28 2012-11-01 Jitendra Kumar Barthakur Double piston internal combustion engine
WO2015063789A3 (en) * 2013-10-30 2015-08-27 Jitendra Kumar Barthakur Implosion enabled engine of exothermic type in explosive system (ieex-em) employing a safe pipe system (sps) and other safety devices
CN105020009A (en) * 2014-05-01 2015-11-04 徐建宁 Modular internal-combustion electromagnetic air engine
CN114000943A (en) * 2020-07-28 2022-02-01 中国科学院理化技术研究所 Internal combustion power generation device and unmanned aerial vehicle power system

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DE3317129A1 (en) * 1983-05-03 1984-11-08 Hubert 6301 Biebertal Kurzok Internal-combustion engine with magnetic power transmission
EP0280200A2 (en) * 1987-02-25 1988-08-31 Sampower Oy Power aggregate
US4777801A (en) * 1987-07-13 1988-10-18 Porter David R Energy conversion apparatus
EP1077318A1 (en) * 1999-08-19 2001-02-21 Richard Frederick Dawson Power generator
US6199519B1 (en) 1998-06-25 2001-03-13 Sandia Corporation Free-piston engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1155287B (en) * 1960-11-21 1963-10-03 Klaue Hermann Infinitely variable transmission for converting the reciprocating piston movement into the rotary movement of the output shaft of internal combustion piston engines with free-flying pistons
DE3317129A1 (en) * 1983-05-03 1984-11-08 Hubert 6301 Biebertal Kurzok Internal-combustion engine with magnetic power transmission
EP0280200A2 (en) * 1987-02-25 1988-08-31 Sampower Oy Power aggregate
US4777801A (en) * 1987-07-13 1988-10-18 Porter David R Energy conversion apparatus
US6199519B1 (en) 1998-06-25 2001-03-13 Sandia Corporation Free-piston engine
EP1077318A1 (en) * 1999-08-19 2001-02-21 Richard Frederick Dawson Power generator

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7318506B1 (en) 2006-09-19 2008-01-15 Vladimir Meic Free piston engine with linear power generator system
WO2011125064A1 (en) * 2010-04-06 2011-10-13 Jitendra Kumar Barthakur An implosion enabled engine - exothermic type and a method for operating the same
WO2012147088A1 (en) * 2011-04-28 2012-11-01 Jitendra Kumar Barthakur Double piston internal combustion engine
WO2015063789A3 (en) * 2013-10-30 2015-08-27 Jitendra Kumar Barthakur Implosion enabled engine of exothermic type in explosive system (ieex-em) employing a safe pipe system (sps) and other safety devices
CN105873643A (en) * 2013-10-30 2016-08-17 伊特恩德拉·库马尔·巴尔塔库尔 Implosion enabled engine of exothermic type in explosive system (IEEX-EM) employing a safe pipe system (SPS) and other safety devices
AU2014343173B2 (en) * 2013-10-30 2017-07-06 Jitendra Kumar Barthakur Implosion enabled engine of exothermic type in explosive system (IEEX-EM) employing a safe pipe system (SPS) and other safety devices
CN105873643B (en) * 2013-10-30 2019-06-11 伊特恩德拉·库马尔·巴尔塔库尔 It can implosion engine (IEEX-EM) using the heat release type in safe guard system (SPS) and the flare system of other safety devices
US10480401B2 (en) 2013-10-30 2019-11-19 Jitendra Kumar BARTHAKUR Implosion enabled engine of exothermic type in explosive system (IEEX-EX) employing a safe pipe system (SPS) and other safety devices
CN105020009A (en) * 2014-05-01 2015-11-04 徐建宁 Modular internal-combustion electromagnetic air engine
CN114000943A (en) * 2020-07-28 2022-02-01 中国科学院理化技术研究所 Internal combustion power generation device and unmanned aerial vehicle power system

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