WO2009145745A1 - Nouvelles machines à mouvement de va-et-vient et autres dispositifs - Google Patents

Nouvelles machines à mouvement de va-et-vient et autres dispositifs Download PDF

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Publication number
WO2009145745A1
WO2009145745A1 PCT/US2008/004927 US2008004927W WO2009145745A1 WO 2009145745 A1 WO2009145745 A1 WO 2009145745A1 US 2008004927 W US2008004927 W US 2008004927W WO 2009145745 A1 WO2009145745 A1 WO 2009145745A1
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WO
WIPO (PCT)
Prior art keywords
engine
piston
fluid
craft
aircraft
Prior art date
Application number
PCT/US2008/004927
Other languages
English (en)
Inventor
Mitja Victor Hinderks
Original Assignee
Hinderks M V
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 Hinderks M V filed Critical Hinderks M V
Priority to PCT/US2008/004927 priority Critical patent/WO2009145745A1/fr
Priority to EP08742974A priority patent/EP2361347A1/fr
Priority to JP2011504971A priority patent/JP2011518280A/ja
Priority to CA2759121A priority patent/CA2759121C/fr
Priority to CN200880129874.XA priority patent/CN102066710B/zh
Priority to AU2008356885A priority patent/AU2008356885C1/en
Priority to US12/736,583 priority patent/US20120227389A1/en
Priority to CN201610982672.6A priority patent/CN107084036B/zh
Publication of WO2009145745A1 publication Critical patent/WO2009145745A1/fr
Priority to ZA2011/02905A priority patent/ZA201102905B/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • 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
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/10—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with more than one main shaft, e.g. coupled to common output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/14—Tappets; Push rods
    • F01L1/146—Push-rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
    • F01L13/0042—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams being profiled in axial and radial direction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/02—Selecting particular materials for valve-members or valve-seats; Valve-members or valve-seats composed of two or more materials
    • F01L3/04—Coated valve members or valve-seats
    • 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
    • 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
    • F02B75/002—Double acting 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/11—Thermal or acoustic insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/0084—Pistons  the pistons being constructed from specific materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0002—Cylinder arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0065—Shape of casings for other machine parts and purposes, e.g. utilisation purposes, safety
    • F02F7/008—Sound insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0535—Single overhead camshafts [SOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F01L1/053—Camshafts overhead type
    • F01L2001/0537—Double overhead camshafts [DOHC]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2301/00—Using particular materials
    • F01L2301/02—Using ceramic materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/021—Cooling cylinders
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the disclosure relates to improved pumps, compressors and combustion engines; the thermal management of the fluids being worked by such hardware and the thermal management of the hardware itself; combustion engine exhaust emissions control devices; components and ancillary equipment for pumps and engines; emissions control devices; vehicles, aircraft, marine craft and continuously variable transmissions.
  • the expansion drives the piston and consequently engine while the heat product of the cycle is almost wholly unused - in fact considered undesirable since efforts are made to dissipate it as effectively as possible, by means of conduction through cylinder walls and head, to general radiation and to the cooling system.
  • Other heat is collected by the lubrication system to be often dissipated by oil radiators, sump cooling fins, etc.
  • the benefits of reducing cooling to engines are substantial. Cutting down on cooling saves energy otherwise irrevocably dissipated by cooling and general radiation. It also increases the average combustion temperature, providing an additional efficiency increase, since combustion efficiency is related to the difference between firing temperature and incoming charge air, which is constant. It is know that efficiency increases with the increase of the temperature differential of the combustion cycle.
  • Engine systems are designed to withstand engine performance under peak load which, in most cases occurs for a small percentage of total operating time. At all other times the engine is running colder and therefore less efficiently. Today, almost all engines during most of their operating life time run at temperatures substantially below the peak temperatures they are designed for, and so at lower efficiency because of the lower temperature. To improve fuel economy and reduce CO2 emissions, a most important first step would be to maintain engine temperature at all times to be at the maximum temperature the engine can withstand, so that at all operating modes it is operating at optimum efficiency.
  • a second step would be to eliminate the cooling system altogether and as far as possible, place the engine in a thermally insulated housing, to establish average combustion temperatures higher than previously possible.
  • Great financial and other advantages accrue by eliminating the cost, mass, bulk, and unreliability of the cooling system Its failure is the most frequent cause of engine breakdown.
  • the exhaust is much hotter - ie containing more energy - and more work can be derived from it, through some form of compounding, for further gains in efficiency.
  • Turbine, steam or Stirling engines may be used to extract work from the hot exhaust gas; as can systems for converting gas heat directly into electrical energy.
  • the first step described above is automatically realized, because there is little variation in temperature during different operating modes; the engine is always running close to its maximum designed temperature.
  • the un-cooled engine preferably uses internal combustion cycles although, where appropriate, many principles of the invention may also be applied to, for example, engines operating on the Rankine or Stirling cycles.
  • the engines are constructed to operate continuously at maximum design temperature with reduced cooling, and those designed for life-long operation entirely un-cooled, are suitable for all applications where internal combustion engine are presently used. These include for vehicles and craft of all kinds and sizes; pumps; compressors; electrical generators; small service tools such as hand-saws, lawn mowers and trimmers, etc.
  • the new engines present an opportunity to create more efficient aircraft and marine craft.
  • Compound engines including a reciprocating IC engine stage of the inventions are especially suited to hybrid electric dive systems, for aircraft and marine craft.
  • the reciprocating engines are much lighter than current units of equivalent power and so are ideal for driving a propulsion device such as a propeller or impeller to create thrust, with the turbine stage creating additional thrust.
  • a propulsion device such as a propeller or impeller to create thrust
  • the turbine stage creating additional thrust.
  • Almost all marine craft today are hull-in-the- water vessels. It is known that hydrofoil craft are more efficient, but today's heavy marine engines do not work well in a hull suspended above water, and the hydrofoil posts present draft- related problems in larger craft.
  • the engines of the invention are so light, silent and vibration-free that they are easily adapted to hydrofoil craft, and the hull shapes and post configurations of the invention resolve tradition problems relating to draft.
  • Continuously variable transmissions CVT's
  • CVT's are known to provide better fuel economy than traditional stepped transmissions, but today's CVT's are limited to low power applications.
  • the transmissions of the invention are CVT's have no effective power limitation and so are very suited to larger vehicles, aircraft and marine craft.
  • the inventions comprise commercial long-life reciprocating internal combustion (IC) engines, pumps and compressors having high power densities, and having absolutely no cooling whatever.
  • Principal components are generally made of ceramic materials.
  • a preferred layout comprises a reciprocating component located between two toroidal working volumes in a cylinder surrounded by an exhaust processing volume, with charge air passing through the interior of the reciprocating component.
  • Main objectives are to substantially improve efficiency and to reduce CO2 emissions. In most embodiments, the number of moving parts per cylinder, and the number of cylinders required for a desired output, are greatly reduced. Additional objectives are to improve power-to-weight and power-to- bulk ratios many fold, and to make reciprocating IC engines more silent and vibration-free. In many embodiments, all the principle components are of ceramic material.
  • the inventions further comprise using high-temperature and optionally high-pressure exhaust from such un-cooled engines to power another engine, such as a turbine, steam or Stirling engine.
  • New configurations of pistons, cylinders and cylinder heads are disclosed, which form the basis for improved pumps and compressors.
  • the inventions further comprise adapting today's designs to embody engines at all times operating at a temperature which is substantially the highest they are designed for.
  • the inventions further comprise vehicles of all kinds, aircraft and marine craft adapted to use the engines of the invention.
  • the inventions further comprise hydrofoil marine craft.
  • the inventions further comprise continuously variable transmissions. The many discrete inventive steps are summarized in the claims.
  • engine block or “block” can denote what is known as either an engine block and / or a cylinder head block in conventional motor usage.
  • un-cooled engines or pumps or compressors having no mechanism for transfer of heat from combustion or working volume to ambient air. Such mechanisms typically comprise a water jacket, pump, radiator and fan, or comprise a fan directing air over metal cooling fins or surfaces.
  • Un-cooled engines may have some form of charge cooling, wherein the temperature of the charge is reduced before it enters the combustion or working chamber.
  • the features of the un-cooled engine have been described mainly in relation to internal combustion engines, although they are suited to and may be applied to any type of combustion engine, including for example Stirling and steam engines and, where appropriate, to any type of compressor or pump or turbine engine.
  • the features relating to heat exchangers may be embodied in any type of engine, including conventionally cooled engines.
  • engine is used in its widest possible meaning and, where appropriate, is meant to include pump and / or compressor.
  • the disclosure principally relates to pistons reciprocating in cylinders to define fluid working chambers.
  • the piston has been described as powered by the expansion of fluid to drive some device or mechanism. Wherever appropriate, the piston may equally be driven by some device or mechanism to compress or pump a fluid.
  • the chambers are often referred to as combustion chambers. Wherever the construction disclosed may be applicable to pumps and / or compressors, then the chambers described as for combustion may also be for compression and / or pumping chambers. Where the terms "working chambers” or fluid working chambers” are used, they refer to chambers which can be combustion chambers, pumping chambers or compression chambers.
  • the word fluid is used herein to mean any appropriate substance, including fuel. Where the word “fuel” is used in relation to combustion or working chambers, in embodiments or applications where the chambers are not combustion chambers the "fuel” can be any suitable fluid.
  • partial vacuum means any degree of vacuum, since a perfect vacuum is not realistically obtainable in the embodiments disclosed herein.
  • filamentary material where disposed in a housing or container of some kind, is defined as portions of interconnected or abutting or closely spaced material which allow the passage of fluid therethrough and induce turbulence and mixing by changing the directions of travel of portions of fluid relative to each other.
  • interconnected or abutting or closely spaced is meant not only integral or continuous, but also intermittent, intermeshing or inter-fitting, while not necessarily touching.
  • the above definition is applied both to material within a housing or container as a whole, and also to portions of that material in any fluid processing volume, or portions of such volume.
  • ceramic baked, fired or pressed non-metallic material that is generally mineral, ie ceramic in the widest sense, encompassing materials such as glass, glass ceramic, shrunken or re-crystallized glass or ceramic, etc., and refers to the base or matrix material, irrespective of whether other materials are present as additives or reinforcement.
  • wicks is used here to denote any matter permitting the passage of fluid by any means, including porous and permeable materials, as well as materials which passively transmit fluid by capillary action or other means, such as true wicks.
  • dimensional change By “elastomeric”, “compressible”, “elastic”,” variable volume”, “flexible”, “bending” and all other expressions indicating dimensional change is meant a measurable change that is designed for, not a relatively small dimensional change caused by temperature variation or the imposition of loads on solid or structural bodies.
  • electrical motor / generator is meant an electrical device which can be either a motor or a generator, or a device which can function as both at different times.
  • ring valve is meant a movable ring-shaped element normally approximately flush with a surrounding or core surface. When the valve is actuated, it projects from any plane of the surrounding core surface, causing fluid or other material to flow past both the outer and the inner circumferences of the ring.
  • stoichiometric where used in reference to air / fuel mixtures in combustion engines, is meant that quantity of fuel whose carbon will combine with all the oxygen in the charge under ideal conditions, leaving neither carbon nor oxygen in the exhaust.
  • fist item can be physically associated with the second item in any way, including mounted in, mounted on, attached to, and connected to the second item, including by some intermediary means, such a strut.
  • vehicle in meant to include every kind of surface vehicle, including motor cycles, three-wheelers, passenger cars, trucks of every size, buses, mining and industrial vehicles of every kind, railed vehicles, tracked vehicles such as tanks, and un-manned vehicles of any kind.
  • the word "computer” denotes any assembly of physical items which, when provided with electrical power, is capable of processing data.
  • a computer program is any set of instructions that enable data to be processed in a certain manner.
  • abbreviations are used, including: rpm and rps for “revolutions per minute” and “revolutions per second” respectively, BDC / TDC for "bottom dead center / top dead center”, IC for "(internal combustion”.
  • Figures 1 to 3 show schematically a configuration and details of an un-cooled engine.
  • Figures 4 to 9 show arrangements to enable construction of un-cooled engines.
  • Figure 10 shows the deployment of heat exchange means within an exhaust gas reactor.
  • Figure 11 illustrates the interconnection of two or more engines.
  • Figure 12 illustrates schematically a piston and two working chambers operating in optionally different modes.
  • Figure 13 illustrates a composite engine including a Stirling cycle.
  • Figure 14 illustrates schematically a heat exchanger associated with a reactor and a turbine engine assembly.
  • Figure 15 shows schematically heat ex-changers associated with a turbine assembly.
  • Figure 16 illustrates a composite engine including a turbine cycle.
  • Figures 17 to 19 show schematic layouts of compound engines and ancillary devices.
  • Figures 20 to 22 show schematic layouts of engines wherein the link between piston and crankshaft is principally loaded in tension.
  • Figures 23 to 32 show schematic layouts of multi-cylinder tensile crank link engines.
  • Figures 33A and 33B illustrate two- and four-stroke operation.
  • Figures 34 and 35 show schematically multiple crankshaft tensile crank link "ring" engines.
  • Figure 36 shows a piston assembly linked to two scotch yokes.
  • Figures 37 to 39 illustrate variation of lengths of crank links principally loaded in tension.
  • Figure 40 shows asymmetrical pivots for a tensile crank link.
  • Figure 41 illustrates an offset crankshaft axis.
  • Figures 42 and 43 show ways of compensating for differential movement of twin crankshafts.
  • Figure 44 shows a split piston linked to two crankshafts.
  • Figures 45 to 48 show details of crankshaft construction.
  • Figures 49 to 51 show schematically a variable lift combined crank- and cam-shaft.
  • Figures 52 to 54 show methods of varying bearing fluid pressure.
  • Figures 55 to 58 show details of a tensile crank link embodiment.
  • Figures 59 to 68 show details of alternative attachments of tensile links to piston / rod assemblies.
  • Figures 69 to 73 show arrangements for "ring" valves.
  • Figures 74 and 75 show a sleeved interface between tensile link and cylinder head.
  • Figures 76 to 86 show methods of delivering fluid to working chambers.
  • Figures 87 to 89 show an embodiment of a piston and cylinder assembly.
  • Figures 90 to 92 show further methods of delivering fluid to working chambers.
  • Figure 93 shows a method of reducing piston blow-by.
  • Figures 94 to 96 show bearing construction details.
  • Figures 97 and 98 show schematically engines having twin separate exhaust systems.
  • Figures 99 to 102 show details of an embodiment of a twin exhaust system engine.
  • Figures 103 to 105D illustrate the basic features of toroidal working chambers.
  • Figures 106 to 111 show layouts of toroidal working chambers and reciprocating components.
  • Figures 112 to 122 show schematic layouts of piston / rod assemblies linked to scotch yokes.
  • Figures 123 to 127 illustrate the principles of imparting rotational motion to a reciprocating component.
  • Figures 128 to 137 show devices for converting combined reciprocating and rotating motion to rotating motion.
  • Figures 138 to 144 illustrate the principles of sinusoidal toroidal working chambers.
  • Figures 145 to 147 show schematic layouts of engines wherein a piston / rod assembly reciprocates and rotates within a cylinder assembly which rotates in a housing, capable of providing a differential-type drive.
  • Figures 148 to 150 show methods of imparting combined rotation and reciprocation to piston-type components.
  • Figures 151 to 153 shows details of engines having sinusoidal toroidal working chambers.
  • Figure 154 shows schematically multiple pairs of toroidal combustion chambers.
  • Figures 155 to 157 show methods for varying ratio of reciprocal motion to rotational motion.
  • Figure 158 shows schematically an engine with one toroidal and one conventional working chamber.
  • Figure 159 shows an embodiment of a gas compressor.
  • Figure 160 shows schematically a piston partly powered by an energy absorbing device.
  • Figures 161 and 162 show arrangements whereby a first working chamber is used to compress gas for a second working chamber.
  • Figures 163 to 166 show alternative gas flow arrangements.
  • Figures 167 and 168 shows schematically alternative arrangements for linking an engine to an electric generator / motor.
  • Figure 169 shows a sectional profile of part of a toroidal working chamber.
  • Figures 170 to 179 show construction details of modular and other engines.
  • Figures 180 to 182 show forms of gas treatment volumes.
  • Figure 183 is a diagrammatic plan view of an exhaust gas reactor assembly.
  • Figure 184 is a cross-sectional view taken on the line 2 - 2 of Fig. 149.
  • Figure 185 is a cross section view taken on the line 3 - 3 of Fig. 149
  • Figure 186 is a cross section view, similar to Fig. 151, but showing a modified construction.
  • Figure 187 is a cross sectional view, also similar to Fig. 151, but showing a further modified construction.
  • Figures 188 to 193 show diagrammatically in vertical cross-section various arrangements of inter-members.
  • Figures 194 to 196 show in cross-section various fastening details.
  • Figures 197 and 198 show diagrammatically in sectional plan view two examples wherein reaction volumes project into space normally occupied by the engine.
  • Figures 199 and 200 show arrangements of variable axes of exhaust port openings.
  • Figures 201 to 206 describe means of directing exhaust gas flow.
  • Figures 207 to 210 describe means of imparting swirl and / or turbulence to exhaust gases.
  • Figure 211 is a cross-section through an embodiment of an exhaust gas reactor.
  • Figures 212 and 213 describe honeycomb and wool filamentary construction.
  • Figures 214 and 215 describe expanded metal or metal mesh construction.
  • Figures 216 describes woven and knitted wire.
  • Figures 217 to 219 describe wire spiral construction.
  • Figures 220 to 228 describe embodiments of looped wire filamentary material construction.
  • Figures 229 to 233 describe embodiments of wire strand and associated features.
  • Figures 234 to 242 describe embodiments of sheet filamentary material construction.
  • Figures 243 to 247 describe sheet used in three dimensional forms.
  • Figures 248 to 255 describe embodiments of pellet-like filamentary material.
  • Figures 256 to 262 describe details for fixing filamentary material to reactor housings.
  • Figure 263 illustrates principles of reduced resistance to gas flow adjacent a reactor housing surface.
  • Figures 264 to 269 describe reactor wall construction embodying depressions or projections.
  • Figures 270 and 271 show an embodiment of exhaust gas reservoir.
  • Figure 272 illustrates an embodiment of a fluid reservoir of variable volume.
  • Figures 273 and 274 show diagrammatically valve, gas routing and component arrangements.
  • Figures 275 to 279 show an embodiment of butterfly valve in the situation of Fig. 231.
  • Figures 280 and 281 show an embodiment of butterfly valve in the situation of Fig. 232.
  • Figures 282 and 283 show an embodiment of ball valve in the situation of Fig. 232.
  • Figures 284 to 286 describe examples of valve actuating means.
  • Figures 287 to 292 describe means of controlling exhaust gas re-circulation (EGR) and air supply.
  • EGR exhaust gas re-circulation
  • Figures 293 to 295 show embodiments of composite injectors supplying multiple substances.
  • Figures 296 to 304 show schematically injectors capable of rotary motion during injection.
  • Figures 305 and 306 show schematically injectors capable of reciprocal motion during injection.
  • Figures 307 to 309 show embodiments of movable injectors which include pre-combustion zones and / or combustion ignition devices.
  • Figures 310 to 312 show embodiments of movable injectors of disc-like configuration.
  • Figures 313 to 320 show embodiments of movable fluid delivery devices.
  • Figures 321 to 324 show reciprocating piston / rod assemblies actuating valves and fluid delivery devices.
  • Figure 325 shows a helicopter rotor driven by the engine of the invention.
  • Figure 326 shows schematically a helicopter powered by a hybrid propulsion system.
  • Figure 327 shows schematically a fixed wing aircraft powered by the engine of the invention.
  • Figure 328 shows schematically a fixed wing aircraft powered by a hybrid propulsion system.
  • Figures 329 to 331 show embodiments of compound engines for aircraft.
  • Figure 332 shows a compound engine mounted in an aircraft.
  • Figures 333 and 334 show modified power arrangements for hybrid aircraft.
  • Figure 335 shows an aircraft powered by a compound reciprocating / turbine engine.
  • Figure 336 shows a nacelle or housing containing a power module comprising a propulsion device driven by an electric motor, with an aft-mounted turbine stage.
  • Figure 337 shows an arrangements for a hybrid electric drive in an aircraft using compound
  • Figures 338 to 340 show an example of an extendable and retractable wing extension.
  • Figures 341 to 344 show arrangements for mounting engines on marine craft rudderposts
  • Figure 345 shows schematically a marine craft powered by a hybrid propulsion system.
  • Figures 346 to 350 show configurations of hydrofoil marine craft.
  • Figures 351 to 357 show configurations of keel elements for hydrofoil marine craft.
  • Figures 358A to 364C show configurations of hydrofoils for keel elements for marine craft
  • Figures 365 to 371 show embodiments of extendable / retractable and / or rotatable hydrofoils.
  • Figures 372 to 384 show configurations of integral hydrofoil posts and keel elements.
  • Figures 385 to 387 show a marine craft having two telescopic hydrofoil posts.
  • Figures 388 to 395 show layouts of hydrofoil posts and masts for a variety of marine craft.
  • Figures 396 and 397 show an embodiment of a large rotatable hydrofoil post.
  • Figures 398 and 399 show embodiment of large telescopic hydrofoil posts.
  • Figures 400 to 406 show arrangement for passage of exhaust gases and other fluids through underwater marine propulsion systems.
  • Figures 407 to 409 show embodiments of water-jets with co-axial motors or IC engines.
  • Figure 410 shows a nacelle containing an electric motor driving a propulsion device, with exhaust from an IC engine discharged behind the motor.
  • Figures 411 and 412 show arrangement for mounting compound reciprocating / turbine IC engines in marine craft hulls.
  • Figure 413 shows part of a marine craft with a compound reciprocating / turbine IC engine mounted below the waterline.
  • Figure 414 shows a nacelle or housing containing a power module comprising a propulsion device driven by an electric motor, with an aft-mounted turbine stage, for marine craft.
  • Figures 415 and 416 show hulls with alternative hybrid electric power arrangements.
  • Figures 417 and 418 show power units on hydrofoils mounted to the lower part of a hydrofoil post.
  • Figures 419 to " 422 show closure devices for underwater fluid outlets.
  • Figures 423 to 425 show example of laminar gas flow across below- water surfaces.
  • Figure 426 illustrates a basic embodiment of a continuously variable transmission (CVT) layout.
  • CVT continuously variable transmission
  • Figures 427 to 435 illustrate various embodiments of a CVT system.
  • Figures 436 and 437 show an embodiment of a variable diameter roller.
  • Figure 438 shows a relationship between two rollers.
  • Figures 439 to 449 show details of a first roller embodiment.
  • Figures 450 to 453 show details of a second roller embodiment.
  • Figure 454 shows details of an embodiment having a single cone per roller.
  • Figure 455 illustrates principles of movement of a belt over a variable-diameter roller.
  • Figures 456 and 457 show cones having multiple portions.
  • Figure 458 illustrates further principles of movement of a belt over a variable-diameter roller.
  • Figure 459 shows a method of independent actuation of multiple cone portions.
  • Figure 460 shows schematically an arrangement for a CVT with electronically actuated variable diameter rollers.
  • Figure 461 shows how the basic CVT layout can be compounded.
  • Figure 462 shows schematically a CVT mounted in a vehicle.
  • Figures 463 to 468 show removable and replaceable engine packages for vehicles.
  • Figure 469 shows schematically an exhaust gas outlet on a small vehicle.
  • Figures 470 to 472 show an embodiment of a variable diameter fluid inlet throat.
  • Figures 473 to 476 show drive components for a hybrid drive tank which include removable and replaceable packages.
  • Figure 477 to 480 shows schematically layouts and systems for the removal of pollutants from exhaust gas using any suitable liquid, including water.
  • Figures 481 to 483 show valve actuation devices which are principally loaded in tension.
  • Figures 484 to 491 show improvements to current manifolds.
  • Figures 492 and 493 show examples of improved fluid cooling and charge air warming.
  • Figure 494 shows a variable ratio drive between an engine and a generator.
  • Figures 495 and 496 show a schematic arrangement for an engine enclosure.
  • Figures 497 and 498 show multiple linkages between a piston and a single crankshaft.
  • Figures 499A to 499D show multiple linkages between a piston and two crankshafts.
  • Figures 500 and 501 show elastomeric and / or variable length linkages.
  • Figure 502 shows a stroke magnifier for use with an electrical generator and / or motor.
  • Figures 503 and 504 shows a toroidal component assemble of multiple parts.
  • Figures 505 to 513 show constructural details and layouts of various engine embodiments.
  • Figure 514 shows a movable photovoltaic array.
  • Figures 515 to 517 show a large marine craft capable of planing.
  • Figures 518 and 519 show a retractable / extendable hydrofoil post mounted in the bottom of a hull.
  • Figures 520 and 521 show details of telescopically retractable / extendable hydrofoil posts.
  • Figure 522 shows means of mounting an engine inside a casing.
  • Figure 523 shows details of a cooled fluid delivery device.
  • Figures 524 and 525 show alternative cooling jacket layouts for engines.
  • Figure 526 shows an enclosure for pre-heating fluids for engines.
  • Figure 527 shows a seal for a fluid line passing through an enclosure.
  • Figures 528 and 529 - show man-portable engine packages.
  • Figures 530 to 535 show embodiments of hot gas diffusers.
  • Figures 536 and 537 show layouts of combustion engines and other machines within a single casing.
  • Figures 538 to 540 show means for transferring fluid from a fixed point to a rotating body.
  • Figures 541 to 543 show ways of transferring work between a reciprocating and rotating piston / rod assembly and one of two principle components of an electrical device.
  • Figure 544 shows a way of bridging an electrical circuit between fixed and rotating bodies.
  • Figure 545 shows an effectively constant pressure fluid reservoir.
  • un-cooled engines are described first, followed by disclosure relating to control of regulated emissions, aircraft, marine craft, continuously variable transmissions, means for removing CO2 emissions from exhaust gases and, lastly, cooled engines at all times operating at or close to maximum design temperature.
  • An important objective of the invention is to provide engines having greater power-to-weight ratios, power-to-bulk ratios, and substantially greater efficiencies, with lower CO2 and other emissions than equivalent contemporary units. This is achieved by four principal means: (1) the rearrangement of the components associated with a single piston / cylinder into a more compact and simple configuration, (2) the reduction in most applications of the number of piston / cylinder assemblies required, (3) the substantial reduction of reciprocating masses, and therefore the reduction of size and mass of key structural components, (4) the virtual elimination of heat loss from the system, thereby increasing temperatures during combustion and therefore efficiency.
  • a further objection is to improve transmissions and to improve the systems using engines and transmissions. Such systems include ah" kinds of vehicles, marine craft, aircraft, electricity generating sets ans pumping sets.
  • Such engines will be suited to all applications, including for surface vehicles, marine craft, aircraft, rail drive, electricity generation and pumping.
  • the features of the reciprocating internal combustion (IC) un-cooled engines here disclosed may, where appropriate, also be applied to engines operating on the Rankine or Stirling cycles, or to other internal combustion or steam turbine engines.
  • IC reciprocating internal combustion
  • the un-cooled engine of the invention has no liquid coolant and associated equipment, nor will it need metal cooling fins. It has components constructed of any material suited to the environment found in the engine location in which the component is used. In selected embodiments, heat loss is substantially reduced by constructing engine / cylinder / piston components at least partly of materials having heat insulation properties.
  • Combustion chamber components can be made of high- temperature metal alloys and / or of ceramic materials, many of which retain their structural performance at high temperatures. Ceramics are generally harder and more abrasion resistant than metals, and may be stronger, especially if reinforced. It is feasible, according to today's technology, that virtually all the components of an IC engine may be made of ceramic material, including such items as main bearings, connecting rods, etc.
  • the un-cooled engine may be contained within a housing or casing made of insulating material, further limiting heat loss through radiation.
  • the elimination of cooling will cause the temperature equilibria in the various components, and in fluids adjacent to the components, to rise significantly, to new higher temperature equilibria.
  • the heat energy now not dissipated by the cooling system or by general radiation of engine components is converted to additional work on the piston, partly because more energy is now available for conversion, and partly because efficiency has increased due to the greater temperature difference between the incoming charge (that of ambient air is effectively constant) and the much higher combustion temperature.
  • the exhaust gas is hotter and therefore contains more energy, making the addition of exhaust gas energy recovery systems more viable.
  • Such systems include turbo-chargers, the addition of a second engine cycle such as steam cycle to create a compound engine, or the direct recovery of energy using thermo-electric or chemical technologies.
  • All combustion engines will be linked to a fuel container or tank by a primary fuel supply line to either an individual combustion chamber fuel delivery device, or to a fuel delivery distributor, linked by secondary fuel lines to the fuel distribution devices of individual combustion chambers.
  • Fuel supply to the engine shall be regulated by any appropriate device capable of varying fuel flow rate and / or charge gas flow rate for purpose of varying engine operating speed, hereinafter referred to as a throttle, and may be incorporated within another mechanism, such as a diesel fuel distribution and injection pressure wave generating pump.
  • the throttle may be operated manually or automatically, or by some combination of both, either separately or simultaneously.
  • the fuel delivery supply chain from fuel tank to individual combustion chamber fuel delivery device shall include at least one arrangement for delivering fuel under some degree of pressure, referred to herein after as a fuel pressurizing arrangement.
  • a fuel pressurizing arrangement for delivering fuel under some degree of pressure
  • such an arrangement comprises a fuel pump.
  • such an arrangement comprises a gaseous fuel pump and / or loading the gaseous fuel into the tank pre-pressurized, so that it remains stored in a tank under pressure.
  • a fuel filter for the purpose of preventing solid or other impurities from reaching the individual combustion chamber fuel delivery device.
  • such pumps and / or compressors will have a worked substance intake, a worked substance outlet, and optionally one or more devices for measuring the substance flow rate past at least one point, and / or the substance pressure and / or the substance temperature.
  • they have one or more valves for regulating substance flow rate.
  • variable parameters may be determined by manual action, and / or by a computer program, or by a combination of both, the latter either on separate occasions or simultaneously: speed of the engine; quantity and / or timing of fuel supplied; temperature and / or pressure of fuel supplied; temperature and / or pressure of charge gas admitted; timing and / or degree of the opening and closing of any valves; rate and degree of fuel and / or charge gas heating during cold start operation; timing and degree of variation of exhaust gas re-circulation (EGR); degree of restriction of exhaust gas flow during cold start; temperature and /or pressure of any lubricating fluids.
  • EGR exhaust gas re-circulation
  • Any computer program is loaded into one or more computers which provide and optionally receive varied electrical circuits to directly or indirectly vary determine control and / or the parameters, by any appropriate means.
  • determination, control and / or variation is by any means, including the use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • the computers are mounted in any convenient location on or in or anywhere outboard of the engine.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, one or more sensors or measuring devices determining at least one or more of the following: speed of travel, if any; temperature and / or pressure of ambient air; temperature and / or pressure of fuel supply; engine speed and ⁇ or load; temperatures and / or pressures in one or more portions of any engine; pressures and / or temperatures in any lubricating fluid; the composition of portion of the exhaust gas; variation of engine angle from the horizontal; the rate of fuel being used; the quantity of fuel used and / or remaining.
  • the moving parts are of metal of a construction and type conforming to current practice, including the exhaust valve. Suitable metals include high-temperature alloys and stainless steels. Alternatively, some or all of the moving components can be of ceramic material, constructed and assembled in ways broadly similar to today's engine construction.
  • Figure 1 shows by way of example a schematic cross-section of an un-cooled engine, having a ceramic engine block 400, a ceramic cylinder head 401, at least one camshaft 402, at least one valve 403, intake port 404, exhaust port shown schematically in dashed outline at 404a, cam cover 405 optionally including thermal insulting material 405a, sump cover 406, fluid delivery device 407 or alternatively 407a, here a direct injector assembly, crankshaft 408, connecting rod 409, piston 410 and combustion chamber 411.
  • the engine block, head and sump cover are shown as made of integral ceramic.
  • the ceramic material has significant thermal insulating properties.
  • one or more of these structures can be of composite construction, for example with a ceramic interior portion mounted in a metal exterior casing, the materials being separated by a compressible inter-layer, such as ceramic mat.
  • the composite construction includes a layer of thermal insulating material.
  • a similar composite construction is shown for the exhaust reactors of Figures 183 through 187.
  • a fuel supply and / or tank 54 is shown, optionally positioned in any convenient location, connected by lower pressure fuel line 53 to fuel lift pump 52 mounted in any convenient location, which is in turn connected by slightly higher pressure fuel line 53a to a pressure-wave inducing fuel pump 58 located in any convenient location, which is connected by high pressure fuel line 56 to a fuel delivery device such an injector 56.
  • a fuel filter is incorporated within the lift pump, shown dashed at 57.
  • a computer provided with a computer program mounted in any convenient location is shown at 61, and is optionally delivered electronic information from sensors or measuring devices at 63 and provided with electronically driven information from a human operator, for example via a throttle pedal whose position is recorded electronically.
  • the computer optionally receives electronic signal(s) and sends out electronic signals to an electric / electronic or hydraulic actuating component of the fuel delivery assembly, such as a solenoid, a servo motor or an hydraulic motor or pump or any other actuation mechanism, which regulates any parameter governing the operation of the engine, including the quantity and / or timing of the fuel supplied to the engine.
  • All the moving parts can be of metal or, alternatively, some or all of them may be of ceramic material.
  • engine block' or "block” refers to the structure surrounding the piston and combustion chamber, including what is today referred to as a cylinder block.
  • the valves may be of metal and any of the ports may have a ceramic lining, as will be disclosed subsequently. Additionally or alternatively, the valves may be of ceramic material. Generally, ceramics are not as ductile and resistant to certain types of mechanical shock as metals. To reduce impact loads of valves returning onto their seat, an elastomeric component may be introduced, to partly serve as a shock absorber at valve closure.
  • valve 403 seats against compressible seal 412, optionally lubricated from passage 413, in cylinder head block 401.
  • Figure 3 shows an alternative detail, where valve 403 seats against ring 414 slidably mounted in groove 415 containing, between ring and groove floor 416, a compressible cushion 417, optionally lubricated from passage 413, the cushion forcing the ring slightly outward when valve is lifted.
  • the compressible material may be bonded to groove floor and / or ring member, to better prevent the latter leaving the groove.
  • the compressible member may be constructed out of any suitable material, including ceramic fiber or mat.
  • Components 412 and 417 can be designed to permit weepage of lubricant to the valve seat between valve 403 and components 412 and 414.
  • Any suitable lubricant can be housed in a reservoir, which can be located anywhere in the engine system and connected to passages 413. Where supply of fluid for lubrication is not required, passages 413 can be eliminated. Additionally or alternatively, any of components 412, 414 and 416 can be coated or impregnated with substances having tribological or lubricating effect.
  • the piston can be of metal, including of a heat resistant alloy such as nickel-chrome, or it may be of ceramic material, of some other non-metallic material. It may have ceramic piston rings, especially if reciprocating in a ceramic block or cylinder liner.
  • Optional finning 410a at the bottom of the piston of Figure 1 can transfer some heat to the crank volume 408a.
  • Lubrication between piston and cylinder would be by any suitable substance, including those mentioned elsewhere herein. If lubrication were such as to easily pick up particles of say ceramic, which would damage softer metal bearing surfaces, then metal piston rings may be used to ensure that wear produces powder of the softer material, metal.
  • a metal piston ring may be used between a ceramic piston and ceramic cylinder to ensure that the metal would wear and the resultant particles would be less likely to score the ceramic surfaces.
  • Gaskets between ceramic components may be of ceramic, such as alumina or asbestos fiber or mat.
  • An un-cooled engine would be considerably lighter than conventional units, especially if components were of light, high alumina content ceramics.
  • the elimination of the cooling system including fluids would lead to large cost, weight and bulk reductions, and so would further contribute to fuel savings, where un-cooled engines are used in vehicles, marine craft and aircraft, and industrial or domestic equipment.
  • selected embodiments have configurations that allow engines to be run much faster than current units, further improving power- to- weight and power-to-bulk ratios.
  • the construction of engine blocks at least partly of insulating material and optionally encasing the engine in a housing of thermal and / or acoustic insulation would greatly reduce noise and vibration, thereby providing additional societal benefit.
  • the insulated engine casings or blocks would greatly reduce heat build-up "under-the-hood" in automotive and marine applications.
  • An un-cooled engine may be constructed in any manner. If components such as ceramic are used, they will probably be relatively more difficult and expensive to produce in large pieces than in smaller ones. For this reason, the engine is preferably made up of smaller units which are assembled during construction of the engine.
  • Diagrammatic elevation Figure 4 shows, by way of example, an engine composed of multiple pieces 930, built up round combustion chambers shown dashed 931 and held together by means of bolts 932 loaded in tension. Suitable gaskets can be placed between the components, including those of ceramic fiber or mat.
  • the tensile stress requirements of the components can be reduced if they are at least partly pre-stressed in compression when the engine is assembled.
  • Such pre-stressing and loading in compression of assembled components is described elsewhere.
  • the forces of expansion will first have to counterbalance those loads before stressing materials to their design tensile limits.
  • the entire piston / rod assembly can be pre-stressed in compression by a central link, as will be more fully disclosed subsequently. If air passages and movement about the pre-tensioning element are provided, then metal bolts could be contained within high-temperature ceramic piston / rod assemblies. Calculations have shown that there are presently a range of commercially available ceramic materials having sufficient strength to be used to build the components of the invention, allowing for typical engineering safety margins.
  • FIG. 5 shows schematically an embodiment of engine having double head construction, to define a lower combustion chamber 933a and an upper steam expansion chamber 938a, with lower head 933 admitting inlet charge at port 934 and expelling exhaust at port 935 for internal combustion, with both gas flows shown dashed.
  • the upper head 938 has inlet port 936 and outlet port 937 for steam cycle, with fluid flows shown solid.
  • the engine is built up about "T" shaped piston 939 and a cylindrical wall 940 common to both chambers, having seals or gaskets at 941 , by means of spacer or alignment blocks 942 and tension bolts 943.
  • Poppet valves 944 and cam assemblies 945 shown schematically in a valve gear enclosure 405 with a cam cover optionally having thermal insulation, together 405a, are provided as needed to regulate fluid flows to the upper and lower working chambers.
  • a crankcase, optionally with thermal insulation, together 406a encloses a crankcase 406 housing a crankshaft 408 and connecting rod 409 linked to piston 939 at pivot center 939a, and optional thermal insulation 942a is applied to spacer blocks 942.
  • Sleeves and / or lubrication systems 941a may be provided where piston stem passes through lower head 933.
  • the piston drives a crank via a mechanism including a scotch yoke, as is disclosed subsequently herein.
  • a heat transfer system indicated schematically by arrow 962 for example in the form of steam heater or water boiler, is placed between ports 937 and 934, and takes exhaust gas heat energy to create steam.
  • the cooler steam after passing through the upper working chamber at 937, is passed through a regenerator system, indicated schematically by arrow 962a, to transfer some heat to all or part of the incoming combustion chamber charge at 934.
  • the spacer blocks may be separated from the cylinder by a volume 940a of trapped gas, to provide additional thermal insulation.
  • the spacer blocks may be separated from the cylinder by a volume 940b for the treatment of exhaust gas, as disclosed elsewhere herein.
  • charge air is supplied via the crankcase as indicated at 934a, and / or ancillary equipment, such as an oil pump and / or a fuel delivery system, are housed in the crankcase, as indicated at 406b.
  • the two cylinder head construction is used in engines with both sides of piston operative in the internal combustion mode.
  • Figure 6 shows a combustion chamber / piston assembly similar to that of Figure 5, but having a hollow mushroom-shaped piston head 959 having different domed profiles, reciprocating between ceramic heads 960 and 972 separated by a spacer block 942 having a cylindrical hole 942b.
  • the upper head 960 has ball valves 961 similar to those described subsequently, the lower head 972 having conventional metal poppet valves 944.
  • On the left is shown how the valve stem 970 reciprocates in a metal guide 971.
  • a thin sleeve 971a of compressible and stretchable material such as fibrous ceramic mat.
  • the guide with sleeve is fitted to the block when the latter is a very much higher temperature than the guide and sleeve.
  • temperatures equalize to ambient a tight fit will ensue, as when the engine is cold.
  • the typically greater co-efficient of expansion of the metal compared with that of the ceramic will ensure that the guide s an even tighter fit in the head.
  • Figure 7 shows, by way of example, a means of fixing a mechanical assembly 946 of any material to a block or engine portion 947 of insulating material such as ceramic.
  • a metal bolt 948 having load distributor head 949 is passed through a hole 947a in the component 947 and optionally spaced from it by a compressible interlayer 950a, of say fibrous ceramic. If the bolt has greater coefficient of expansion than component 947, then a strong spring 951 and washer 952 may be provided to keep contact between assembly 946 and block 947 at constant pressure with differential expansion of bolt and block.
  • the washers may be spaced from the component by a second washer 950 of compressible material.
  • Figure S shows, by way of example, a method of fixing a metal bolt 501 with conventional threading to a ceramic head or other component 401, wherein a metal insert 502 having conventional female threading and very course exterior male threading of approximately sinusoidal cross section 503 is recessed in a depression 508 in the head or component 401, optionally flush with its surface 504.
  • the depression has very course interior female threading 505 approximately corresponding to the threading 503.
  • there is a space between the threading with is occupied by either a compressible material 506 and / or a substance 507 poured into the depression 508 to anchor the insert 502.
  • the compressible material might be an aerated ceramic powder or ceramic fiber or mat.
  • the substance 507 may be an adhesive applied in liquid form and left to harden or it might be a molten substance, such as metal, which will solidify on cooling.
  • a metal it should preferably be slightly softer or more compressible that either insert 502 or component 401.
  • the space in the depression between insert and component may be filled by a powder or slurry mixture of ceramic and metal, and the assembly re-fired or heated to a temperature just below the melting temperature of the insert, allowing the mixture to harden.
  • the metal in the mixture will tend to cause it to be somewhat softer and more ductile than the surrounding ceramic, and more able to absorb loads causes by differential expansion during heating.
  • insert 502 and depression 508 has a cross section consisting of progressively rounded shoulders 509 without sharp edges or changes of direction shoulders, and that these shoulders carry any perpendicular loads 510 associated with bolt 501. If the gap between insert and depression is relatively large, as shown here, “threading” may not be required, and may be replaced by a series of circumferential projections and depressions, in the depression 508 and on the insert 502.
  • an engine can be constructed partly of metal, partly of ceramic and partly of thermal insulting material.
  • Ceramic engine block / cylinder / cylinder head construction leads to the introduction of several beneficial features. Passages and chambers to transmit substances such as fuel, air, steam, water, etc., may be incorporated within the block(s), perhaps to embody the principles outlined elsewhere herein, in a manner to ensure the transmission of substances at the desired temperature and / or pressure, according to distance of passage from combustion volume.
  • fuel delivery galleries can be located in a cylinder head or similar component, of ceramic or any other material, near the combustion chamber surfaces at a warm part of the component, so that the fuel may to a degree be heated before delivery into the combustion chamber.
  • electrical circuits can be incorporated in the body of the block, since ceramic can be an electrical insulator.
  • Such circuits may connect to electrodes or points, say of carbon, in the cylinder head, to produce a spark without the need for conventional plug, where such spark is desired.
  • Circuits may be connected to an electrically driven fuel injector or other device, eliminating the need for today's exterior wiring. High voltages may be employed to give larger sparks, say arcing through substantial dimensions of the combustion volume, without fear of these large sparks shorting against a metal block.
  • Such circuits could be incorporated by the pouring or stuffing of molten fluid metal or other conductive material into passages already formed in the manufactured ceramic block or head, or filling such passages with conductive material in powder form and re-firing or reheating the ceramic with the conductive material assembly.
  • Figure 9 shows by way of example an electrically operated fuel injector 477 shown hatched having a solenoid portion 487 and a fuel delivery portion 488 mounted in a depression 478 in ceramic cylinder head or similar component 401, partly defining combustion chamber 493.
  • the injector is attached by any convenient fastening means. By way of example, here it is a holed strap 489, bolts 490 and compressible washers 491.
  • the injector may be of any convenient type that is currently being manufactured, including one where a solenoid opens and closes a valve to supply high-pressure fuel at moment of injection, or it could of the type wherein the solenoid activates a plunger in an internal fuel chamber or reservoir at moment of delivery, with fuel supplied to the reservoir at low pressure.
  • Fuel supply galleries 479 communicate with a fuel heat- acquiring chamber 480, both shown dashed, and communicate with a fuel entry port or optionally annular gallery 481 in the injector, which is seated on a compressible seals 482.
  • the size of chamber 480 and it proximity to the combustion chamber 493 will determine the extent to which the fuel is pre-heated prior to injection.
  • a similar gallery or port may be provided at 483 for fuel return flow, shown dashed at 492.
  • the component has electrical circuits at 484 terminating in contact areas 486 cast or built into component 401. These communicate with connectors 485 on the injector 477 when it is installed, to power a solenoid located in a zone at 487 bordered by dashed lines 487 a.
  • a circumferential volume 494 is formed when the injector is mounted in the head, which can be supplied by cooling fluid, including air, via passages 495, shown dashed.
  • the windings of the injector solenoid may be mounted so as to be wholly or partly exposed to this cooling fluid.
  • a combination of multiple engines whose outputs are in some way linked is known as a compound engine.
  • exhaust gas energy from an internal combustion engine is used to power one or more other engine(s), which may pool work with the first engine by means of mechanical linkage, or by the partial integration of the two engine cycles to produce work on common components, such as one or more pistons, or a crankshaft.
  • Such other engine may operate on any cycle, such as steam, Stirling or turbine cycles.
  • heat from the exhaust gases can be used to directly generate electricity, using thermo-electric conversion technologies.
  • An exhaust gas handling volume whether an emissions reactor assembly mounted to or within an internal combustion engine, or an internal or external exhaust passage or pipe, may have incorporated within the volume - whether associated with conventional or un-cooled engines - a heat ex-changer, so that the heat of the exhaust gases can be used for some other function. In a vehicle, aircraft or marine craft, it could be used for occupant heating. Alternatively or additionally, the heat energy of the exhaust gases that is passed through the heat ex-changer may be used to derive further work, for example by powering a steam or Stirling engine, or it might be transferred to an accumulator or energy storage system Fluids useable in the heat ex-changer to transfer heat energy include air, other gases, water in liquid form or as steam or superheated steam, or other liquids.
  • FIG. 1C shows diagrammatically one possible configuration, where an engine block 418 having exhaust ports 419 discharges hot exhaust gases 420 past finned members 421, having hollow passages shown dotted at 422 communicating with lower linking passage 423 and upper linking passage 424 formed in an exhaust emission control reactor housing 425 and having access to, respectively, fluid entry means 426 and fluid exit means 427.
  • Such heat ex-changers could be made of any suitable material having high conductivity, including ceramics such as silicon nitride or metals such as the nickel alloys, which may be such as to have catalytic effect.
  • the heat ex-changer may effectively constitute filamentary material, as described subsequently.
  • the heat ex-changers may be placed elsewhere in the exhaust system of an IC engine, including downstream of a reactor assembly.
  • the heat ex-changer were part of a separate mechanical power unit, such as a steam, Sterling or turbine engine, then the latter could be directly or indirectly coupled to the first unit - the IC engine - by direct drive. If the IC engine is used in an automotive application, the power requirements of the stop / start nature of operation may not always conform with the more constant outputs the regular supply of exhaust heat and possible working fluid pressure will provide from the second power unit. Therefore the second unit may be connected to the first unit and / or be connected to and put work into an energy storage device, such as a flywheel, or a reservoir containing gas under variable pressure. The connections can be by any convenient means, including drive shafts, differentials, etc.
  • FIG. JX An example of such an embodiment is shown schematically in Figure JX where 428 is an IC engine, 429 the reactor / heat ex-changer assembly, 430 the second engine, 431 the differential and 432 the accumulator.
  • Drive shafts are provided at 433, so that by control of the differential or by other means the flow of work from the second engine can be distributed between the first engine and the accumulator, as needed.
  • one or more variable ratio transmissions are included, in any convenient location including at the ends of drive shafts 433, as shown schematically dashed at 433a.
  • the accumulator may optionally be linked by passage 434 to first engine 428.
  • the accumulator may comprise a fan or other device compressing gas, such as air, to be stored via passage 432b (indicated by solid arrow) in an associated reservoir shown dashed at 432a, in which case the bleed off of fluid via passage 432c (indicated by dashed arrow) to first engine 428 under certain operating modes, such as acceleration, may result in improved performance or fuel economy.
  • the accumulator is a device used to compress charge air in a reservoir, with the pressurized air used to boost IC engine performance during selected operating conditions, then the fuel system can be designed to deliver fuel in proportion to the pressure, and therefore mass, of air being supplied, and so maintain an approximately constant air / fuel mixture, if desired.
  • Fluids from an accumulator or second engine may be used to operate the exhaust and / or compression strokes of the first engine, thereby embodying a composite engine, or it may be employed to operate some pistons of a composite engine having other pistons operating on the internal combustion cycle.
  • a piston is preferably of T-shaped configuration, as shown diagrammatically in section Figure 1_2, where a piston having hollow head 450 reinforced by flanges 451 is attached to hollow stem 452, and is slidably mounted in a cylinder 453 by means of piston rings 453a and bearing 454 notched to accommodate piston flanges.
  • the piston separates IC operative combustion volume 455 and alternate working volume 456.
  • Piston stem communicates to crankshaft 457 via big end bearing 458, connecting rod 459 and gudgeon pin 460 according to known practice.
  • Valves and ports may be provided in any convenient manner, including as disclosed herein.
  • the fluid, such as steam, of the alternate system may be further cooled (heat will have been given up if expansion has taken place) by passing through another heat ex-changer, say converting such heat into electrical energy or mechanical energy.
  • a layout suitable for combining a reciprocating IC engine and a Stirling engine in a compound engine is shown schematically in Figure _13_, where the Stirling portion is indicated above "A", and the reciprocating IC portion above "B".
  • 525 would be a combustion chamber were fuel is burnt to create hot air 526 to pass across heating tubes 527, but in this embodiment the hot exhaust gas 526 from the IC engine is passed over heating tubes 527.
  • an exhaust gas regenerator (a name for an energy recovery system) 528, before being discharged to the atmosphere.
  • Heat reclaimed via the regenerator may be transferred to IC engine air intake regenerator 540 via flow path indicated by double-line arrows 529, optionally to heat the charge air.
  • Pre-heating the IC engine charge will tend to increase over-all compound efficiency, while slightly decreasing the amount of work the IC engine generates, since the incoming hotter charge will have less mass per unit volume.
  • the decrease in IC engine work can be compensated for by providing an electrically or exhaust gas driven super-charger, or a turbo charger, or by increasing the charge boost of a system already in place.
  • the working gas of the Stirling cycle is indicated by double-headed arrow 531 and is cyclically shuttled between cooled chamber 532 and hot chamber 532a, via the heating tubes 527, Stirling regenerator 533, and cooler 534.
  • Stirling coolant flow through volume 534a is indicated in at 541 and out at 542.
  • a rhomboid drive 535 links the displacer piston 536 to the power piston 537, in which it is slidably mounted. Work generated by the Stirling cycle is transferred by the rhomboid drive to two contra-rotating gears or disks 538.
  • these gears or disks may be linked to the IC engine crankshaft 408 by some mechanical means, in this embodiment by at least one intermediate gear 539.
  • a fuel supply and / or tank 54 is shown positioned in any convenient location, connected by lower pressure fuel line 53a to fuel lift pump 52 mounted in any convenient location, which is in turn connected by slightly higher pressure fuel line 53b to a pressure-wave inducing fuel pump 58 located in any convenient location, which is connected by high pressure fuel line 56 to a fuel delivery device such an injector 59.
  • a fuel filter is incorporated within the lift pump, shown dashed at 57.
  • a computer provided with a computer program mounted in any convenient location is shown at 61, and is optionally delivered electronic information from sensors or measuring devices at 63 and optionally provided with electronically driven information from a human operator 62, for example via a throttle pedal whose position is recorded electronically.
  • the computer supplies electronic signal(s) out 64 to any electric or electronic component of the engine and / or fuel delivery assembly, such as a solenoid, which regulates the quantity and / or timing of the fuel supplied to the engine.
  • the structural assembly housing the hot chamber, the cold chamber, the displacer piston, the power piston and the Stirling cooling system has been shown as one integral body, shown hatched at 543. In practice it is likely to consist of a series of components held in assembled condition by fasteners.
  • At least one these components may be of ceramic material.
  • Such material may have low thermal conductivity where in contact with the Stirling working gas in the hot or cold chambers, and / or it may have high thermal conductivity where in contact with the Stirling working gas in the heat transfer zones, such as the cooler 534 and /or the heat transfer tubes 527.
  • a heat ex-changer located in the exhaust gas flow of an IC engine may comprise part of a turbine engine cycle, as shown diagrammatically by way of example in Figure 14.
  • a reciprocating IC engine 467 has exhaust gas 468 passing through reactor 469 across heat ex-changer 470 to drive fan 471, which is linked by shaft 472 to drive turbine compressor 473, to pass compressed turbine working fluid 474 via passages 475 through reactor heat ex-changers 470, allowing heating of turbine working fluid to occur.
  • a fan associated with the reactor may drive a compressor used for any suitable purpose, including the provision of a compressed fluid to an accumulator and the provision of boost to engine inlet charge.
  • Figure 15 shows a schematic arrangement for a gas turbine engine mounted in association with a reciprocating IC engine 900, in such a manner that the exhaust gas from engine 900 provides a means of partially or wholly heating the gases of turbine engine 901, wherein turbine working gas passes in direction of arrow 902 through intake 903, low compression stage 904, high compression stage 905, heating stage 906, turbine stage 907 and exhaust stage 908.
  • Reciprocating IC engine exhaust gas passes through one or more heat ex -changers 909a , optionally located in stage 906, to be discharged at 909.
  • the hot reciprocating IC exhaust is discharged directly into the turbine stream, as shown dashed at 910a.
  • the IC exhaust is at lower pressure than that in high pressure stage 906 , then it may be optionally compressed beforehand by separate compressor 910.
  • the reciprocating IC exhaust is directly fed into the turbine in a lower pressure stage, as shown schematically dashed at 91 Ia.
  • a combination of both systems may be used, as may supplementary fuel combustion system in stage 906, as shown at 911.
  • a schematic arrangement similar to that shown in Figure .15 may be used to provide a combined steam turbine and internal combustion engine.
  • the turbine combuster is eliminated and hot IC exhaust is fed directly into the turbine compressor.
  • the turbine portion of the compound engine may be single stage, or multiple stage.
  • Figure .16 shows schematically a compound engine having a single stage turbine shown above "A” supplied by exhaust from an single- or multi-cylinder reciprocating IC engine shown above “B".
  • the IC engine may be constructed in any manner, including as disclosed herein, and may be conventionally cooled, partially cooled or entirely un-cooled.
  • Ambient air 553 enters IC engine 550, having crankshaft rotating about axis 551, through air intake at 552.
  • Fuel is supplied at 557, mixed with air and burnt in the combustion chamber(s) to produce work on crankshaft 551 , IC engine exhaust gas 554 passes through an exhaust processing volume or reactor or other passage 555, then through an optional filter 556 to turbine entry plenum at 558.
  • turbine compressor 560 mounted on turbine shaft 561 to pass through housing or passage 562 to be directed by stator blades 563 onto turbine blades 564 mounted on turbine wheel 565, in turn mounted on turbine shaft 561.
  • the IC engine exhaust gas then again passes through housing or passage 562 to be expelled into the atmosphere at 559.
  • Reduction gears 566 transfer work to turbine output shaft 567 which, in this embodiment, is directly linked to crankshaft 551, which therefore transmits work from both parts of the compound engine.
  • the turbine output shaft may be indirectly linked to the crankshaft by any means, including reduction gearing, or it may not be linked at all.
  • Work from turbine output shaft may be used to power an electrical generator or any other system or engine, shown schematically at 568, whether or not it also transmits work from the IC engine crankshaft.
  • variable ratio gearing is provided between turbine shaft and engine shaft, and optionally any shafts driving ancillary systems, as shown schematically by bracket 566a.
  • shaft 561 is linked to IC engine crankshaft 551
  • work from that shaft may be used to drive a separate electrical generator or any other system or engine, shown schematically at 569 and at 569a.
  • Either generator 568 and / or generator 569 may additionally function as starter motor(s).
  • gas leaves the turbine enclosure it may be passed across exhaust regenerator 570, with heat energy transferred via routing indicated by double-line arrows 572 to IC engine air intake regenerator 571, optionally to heat incoming IC engine charge air.
  • the only fuel supplied to the compound engine is that delivered to the reciprocating IC engine at 557.
  • combustion chambers shown dashed at 573, may be incorporated within the turbine housing, with some additional fuel supplied at 574a to provide additional heating to the turbine working gas. The separate fuel required for the turbine will be far less than if it were ingesting ambient air, instead of the hot reciprocating IC engine exhaust.
  • a fuel supply and / or tank 54 is shown positioned in any convenient, connected by lower pressure fuel line 53a to fuel lift pump 52 mounted in any convenient location, which is in turn connected by slightly higher pressure fuel line 53b to a pressure-wave inducing fuel pump 58 located in any convenient location, which is connected by high pressure fuel line 56 to a fuel delivery device such an injector 59.
  • a fuel filter is incorporated within the lift pump, shown dashed at 57.
  • a computer provided with a computer program mounted in any convenient location is shown at 61, and is optionally delivered electronic information from sensors or measuring devices at 63 and provided with electronically driven information from a human operator 62, for example via a throttle pedal whose position is recorded electronically.
  • the computer supplies electronic signal(s) 64 out to an electric or electronic component of any part of the engine and / or the fuel delivery assembly, such as a solenoid, which regulates the quantity and / or timing of the fuel supplied to the engine, or sends a signal 65 to any component of the turbine.
  • ambient air may be supplied anywhere downstream of the compressor, as indicated schematically by dashed arrow, including to combustion chamber 573.
  • "too hot" exhaust may be passed across or through a heat ex-changer before being directed to the turbine, with energy from the heat ex-changer being used for any other purpose, including space heating.
  • the turbine compressor 560 may be eliminated, by tuning the reciprocating IC engine to provide exhaust gas at sufficient pressure to power the turbine via stator blades 563 and turbine fan blades 564. In the case of four stroke engines, this is relatively easy to accomplish, by adjusting the exhaust port to open somewhat earlier than is normal, when the gas in the combustion chamber is at higher pressure.
  • a two stage exhaust system can be provided, as will be disclosed subsequently, to provide both high pressure exhaust for a turbine and low pressure exhaust to facilitate scavenging.
  • the reciprocating engine of the invention forms one stage of a compound engine having three or more stages, including any other stages, such as a turbine stage, a steam engine stage, and / or a Stirling engine stage.
  • any of the stages of a compound engine having the reciprocating engine stage of the invention are separated by any appropriate equipment or mechanism, whether or not any of the shafts of the stages are co-axial, mechanically linked or are the same.
  • the stages can be separated by a thermally insulated passage for exhaust gas, a starter motor, by a transmission as indicated schematically at bracket 566a in Figure JJi, and / or by one or more exhaust processing systems of any kind, including those for the removal of particulate matter, hydrocarbons, carbon monoxide, nitric oxides and / or carbon dioxide.
  • any of the stages of a compound engine having the reciprocating engine stage of the invention are separated by any variable ratio transmission, including any of the transmissions disclosed herein.
  • the rotating shafts of different stages of a compound engine are likely to have different optimum rotational speed ranges, so if power is to be transmitted between stages, transmissions can be used to transfer power between shafts rotating at different speeds.
  • a turbine engine stage is substantially removed from a reciprocating IC engine stage and linked to it by an optionally thermally insulated passage for hot high pressure exhaust gas.
  • a single reciprocating engine stage of a compound engine supplies hot high pressure exhaust gas to two or more turbine engine stages, optionally located relatively remotely from the reciprocating stage.
  • a reciprocating stage 574 with main power shaft 576 is coupled to turbine stage 575 with power shaft 577, via transmission 578 linking the shafts.
  • Air for the reciprocating stage enters via the transmission, optionally to cool it.
  • Hot high pressure exhaust gas leaves the reciprocating stage to enter an exhaust gas treatment system 579, including as disclosed herein, and from there goes via plenum 580, optionally including another exhaust treatment system, to power the turbine stage.
  • plenum 580 optionally including another exhaust treatment system, to power the turbine stage.
  • a third, bottoming-type stage is added at 584.
  • Such bottoming stages could comprise a Stirling engine, a steam engine, a second turbine or a device for converting heat energy to electricity. Since the shafts are linked via the transmission, power from the whole compound engine can be taken off at one location, here at 581.
  • the compound engine of Figure JjS is broadly similar to that of Figure 17_, with a reciprocating stage 574 with main power shaft 576 coupled to turbine stage 575 with power shaft 577, via transmission 578 linking the shafts. Air for the reciprocating stage enters via the transmission, optionally to cool it. Hot high pressure exhaust gas leaves the reciprocating stage to enter an exhaust gas treatment system 579, including as disclosed herein, and from there goes via plenum 580, optionally including another exhaust treatment system, to power the turbine stage. Hot exhaust leaves the turbine stage and then passes, via another exhaust treatment system 583, to a steam engine stage 584 having main power shaft 586. Shaft 586 optimally rotates more slowly than shaft 577, so a secondary transmission 585 is located between turbine stage and steam stage.
  • the main transmission has a third shaft 582, connected to the other two shafts, which serves as the main output shaft for the compound engine, and power can be taken off at either end, indicated at 581.
  • Figure Ij shows a layout for a compound aircraft engine, with direction of normal aircraft movement indicated at 595.
  • a reciprocating stage 574 with main power shaft 576 is coupled to turbine stage 575 with power shaft 577, via transmission 578 Unking the shafts.
  • Hot high pressure exhaust gas leaves the reciprocating stage to enter an exhaust gas treatment system 579, including as disclosed herein, and from there goes via plenum 580, optionally including another exhaust treatment system, to power the turbine stage, which creates thrust at 590.
  • the reciprocating stage drives a propeller, only partly shown at 587, which creates thrust at 589.
  • a starter motor 597 is located between propeller and reciprocating stage.
  • 597 is a motor generator and when not starting the engine can be variably or otherwise engaged to provide electrical power for aircraft systems.
  • Air scoops are provided to cool the starter motor at 591, to provide air to the reciprocating stage at 592, to cool the transmission at 593, and to provide extra and / or by-pass air for the turbine at 594.
  • Shafts 576 and 577 are approximately co-axial, but are not directly linked. Instead, they are linked via lay shaft 581, each to it by means of a basic version of the continuously variable transmission of the invention, as disclosed subsequently herein.
  • Each linkage comprises two variable diameter rollers, one on each shaft, linked by an endless belt 595, and each has a similar ratio variation range. Connected in this way, the variation ranges are multiplied to give a wide speed range between power shafts 576 and 577. This can be useful in many situations.
  • the rpm of the turbine is set to a low range relative to reciprocating engine, so the slowly-turning turbine does not impose significant inertial loads on the starter.
  • the reciprocating engine is cold, and the initial exhaust gas will be relatively cool and contain little energy to power the turbine.
  • turbine shaft speed is increased relative to that of shaft 576.
  • power is suddenly applied, there is a time lag before the extra hot gas gets to the turbine, and during this time lag only the rotational speed of the reciprocating stage is increased while the turbine shaft speeds remains unchanged.
  • the variation of relative speed between the shafts is also useful during certain operating modes, especially in aircraft with variable pitch propellers, including climbing, acceleration, deceleration, etc.
  • un-cooled engine Any type of piston or valve may be used in an un-cooled engine and the engine portions may be assembled in any manner.
  • the features of the un-cooled engine have been described mainly in relation to internal combustion engines. Where appropriate, they may be applied to any type of engine, including for example steam and Stirling engines.
  • the features relating to heat ex-changers may be embodied in any type of engine, including conventionally cooled engines. Where appropriate, features described herein may be applied to pumps or compressors.
  • un-cooled is meant engines having restricted or no cooling, compared to general current production engine practice and includes engines with partial cooling. It is to be emphasized that the various features and embodiments of the invention may be used in any appropriate combination or arrangement.
  • FIG. 20 A selected embodiment of an un-cooled engine is illustrated schematically in Figure 20. It consists of a piston 1001 reciprocating between two combustion chambers 1002 at each end of a cylinder 1003 closed by two heads 1004, with a crankshaft 1006 in a crank volume indicated by dashed lines 1275 outboard of each head, the piston being connected by tensile members 1007 to both crankshafts.
  • the crankshaft also functions as a camshaft for any purpose, including to actuate valves and / or to actuate fuel delivery. Fuels and other fluids for the charge may be delivered to the combustion chambers under pressures and temperatures higher than normal in conventional engines.
  • the cylinder is at least partially surrounded by an exhaust gas processing volume 1008, with exhaust gas being conducted to the volume by alternative paths shown dashed at 1005 and 1009.
  • Charge intake to the combustion chamber, indicated schematically chain-dashed arrows at 1276a is via the crankcase.
  • a thermally insulated casing 1010 Surrounding the engine is a thermally insulated casing 1010, here functioning as structure enclosing volume 1008. This configuration is suitable for four and two stroke embodiments, consuming fuel ranging from gasoline and similar lightweight fuels through diesel and heavier oil fuels to coal and other slurries or powders, as well as gaseous fuels such as natural gas, liquid petroleum gas and hydrogen.
  • a fuel supply and / or tank 54 is shown positioned in any convenient, connected by lower pressure fuel line 53 to fuel lift pump 52 mounted in any convenient location, which is in turn connected by slightly higher pressure fuel line 53 to a pressure-wave inducing fuel pump 58 located in any convenient location, which is connected by high pressure fuel line 56 to a fuel delivery device such an injector 56.
  • a fuel filter is incorporated within the lift pump, shown dashed at 57.
  • a computer provided with a computer program mounted in any convenient location is shown at 61, and is optionally delivered electronic information from sensors or measuring devices at 63 and provided with electronically driven information from a human operator 62, for example via a throttle pedal whose position is recorded electronically.
  • the computer supplies electronic signal(s) 64 out to an electric or electronic component of the fuel delivery assembly, such as a solenoid, which regulates the quantity and / or timing of the fuel supplied to the engine.
  • gases are exhausted via ports about the center of the cylinder.
  • pressurized charge air is ducted via crankcase 1275 and valve 1276, actuated optionally by combined crankshaft / camshaft 1277, to combustion chambers 1288 serviced by fuel injectors 1278, displacing exhaust gas which exits the chamber via ports 1289 to circumferential exhaust gas processing volume 1290.
  • Insulation 1010 is shown around the crankcases and engine of Figure 21_, and may optionally be provided between head 1004 and crankcase 1275 as shown at 1010a.
  • Figure 22 shows schematically by way of example a piston / cylinder module 1271 linked to a single crankshaft 1272 by tensile elements 1273 routed about guides / bearings / rollers and / or wheels 1274.
  • Any engine lubrication and / or bearing system may be employed, but optionally either gas or roller needle bearings are used, perhaps with water or other liquids, in the case of water preferably when the components are of ceramic material, as described later.
  • crank assembly is preferably so designed that any air bearings may at least partially operate, during some portion of a cycle, at a pressure equivalent to the charge pressure of forced induction, in the case of turbo-charged, supercharged or force-aspirated engines.
  • An important advantage of the layout of Figure 21, wherein charge is provided via the crankcases 1275, is that there are no separate crank case emissions which need to be treated. Any blow-by and lubricant vapors are carried back into the combustion chamber and from there go into an already in-place exhaust gas treatment system, including a system as disclosed subsequently.
  • insulation is generally shown and described as thermally insulating material.
  • the thermal insulating material can be wholly or partly supplanted, replaced or enhanced by the provision of an enclosed partial or nearly whole vacuum to provide thermal and / or acoustic insulation.
  • those direct or indirect links between piston or piston / rod assembly and crankshaft which are principally loaded in tension are of any flexible material such as wire or cable, or they may alternatively be of rigid material including rods.
  • such rigid linkage material including rods is substantially loaded in compression and tension.
  • such linkage material including rod(s) is substantially loaded in compression and tension, and only one end of a piston or a piston / rod assembly communicates with a single crankshaft.
  • the layouts described above are modified to be arranged in multiple cylinder form, including in a "flat" configuration.
  • like features are similarly numbered.
  • Figures 22 through 40 are all schematic and do not show valve guides and springs, fuel delivery and exhaust systems, etc.
  • plan section Figure 23, longitudinal section Figure 24 and cross section Figure 25 show schematically five piston / cylinder modules 1271 with ten combustion chambers arranged about two crankshafts 1006 in two crankcases 1275, connected at one end to a transmission 1011 of any kind including as disclosed subsequently, with the crankshafts optionally mechanically linked by the transmission, and at the other end driving ancillary systems 1269, such as a turbo-charger, with the crankshafts optionally or alternatively mechanically linked by system 1012.
  • the space surrounding the cylinders can be used as an exhaust processing volume 1290, similar to that shown in Figure 21.
  • Thermal insulation 1010 surrounds engine and crankcases, with optional additional thermal insulation provided at 1010a between head portions of modules 1271 and crankcases 1275.
  • FIG. 26 Other embodiments are shown by way of example in Figures 26 through 32, As previously, there are indicated schematically twin combustion chamber piston / cylinder modules at 1271 , optionally thermally insulated engine casings at 1010, crankshafts or their axes at 1006, mechanical linkages 1012 for multiple crankshafts 1007, spaces for ancillary systems 1269 or transmissions at 1011. Locations of systems 1269 and transmissions 1011 are interchangeable in Figures 23. through 31, and may alternatively be in any other convenient location.
  • Linkages 1007 are principally loaded in tension. In alternative embodiments they may be principally loaded both in tension and in compression, or be principally loaded in compression. In an alternative configuration, shown in schematic longitudinal section Figure 26 and cross-section 27., a double row ten cylinder engine is shown.
  • any number of rows and cylinders can be combined between two crankshafts.
  • the tensile elements 1007 are lengthened to accommodate more rows.
  • Figure 28 and 29 a schematic cross-section of a four row engine of eighteen cylinders and thirty-six combustion chambers is shown, where tensile and / or compressive members 1013 and 1014 are of unequal length.
  • the outer pistons optionally have a different stroke than the inner pistons.
  • more than two crankshafts can be employed.
  • longitudinal section Figure 30 and cross-section Figure 3J_ show schematically a six row forty-two cylinder, eighty-four combustion chamber engine.
  • crank links are connecting rods loaded in both compression and tension and a single crankshaft is used.
  • schematic Figure 32 shows a two row engine, having at least one pair of twin-combustion-chamber cylinder modules 1271, a single combined crank / camshaft 1015 and two camshafts 1016, various valve actuation rods 1276, and circumferential exhaust processing volumes 1290. Charge air delivery is via both crankcase 1275 and valve actuation volume 1016a.
  • Thermal insulation 1010 surrounds engine, crankcase 1275 and valve actuation volume 1016a, with optional additional thermal insulation 1010a provided between head portion of modules 1271 and valve actuation volume 1016a and optionally between head portions of modules 1271 and crankcase 1275.
  • all or part the fuel supply system and the at least partial electronic control of engine operating parameters disclosed schematically in Figure 20 is adapted any of the engines of Figures 21 through 32.
  • FIGS 33A and 33B show how the basic configuration of a piston 1102 having a combustion chamber at each end and reciprocating in a cylinder assembly 1103 can be used for four stroke and two stroke engines respectively.
  • the intake phase is shown at 1111, compression at 1112, expansion at 1113 , exhaust at 1114.
  • Direction of piston travel is indicated by the arrow below each numbered portion of the Figure.
  • In the case of the two stroke engine only net loads are transferred to crank; in the case of the four cycle alternately net and gross loads are taken up, suggesting that for a given number of cylinders the two stroke will be smoother running.
  • the basic cylinder modules may be combined to form a "ring" engine with the interior space optionally used for a turbine or ramjet or other engine to form a compound engine having a single revolving system.
  • schematic sections Figures 34 and 35 show three rings between outer casing 401 and inner casing 402, each of four piston /cylinder modules 403 linked by common crankshafts 404 and tensile members 405, with hot exhaust gases 406 providing at least partial energy for the ramjet or turbine 407, either directly or via heat ex-changers as disclosed elsewhere herein.
  • Ambient air flow is shown at 410.
  • the work from the reciprocating portion of the engine - shown at zone 408 - may be used to drive any engine or mechanism, or it may power the compressor of the turbine portion or may, as shown schematically at 409, drive a fan, propeller or Archimedes screw to provide thrust, either through air, or through water if the engine is used as a marine drive system.
  • the desirable slack will generally cause the piston to "float" toward the end of the first chamber's expansion stroke, a transition ensuing after combustion expansion is substantially complete, causing the piston to pull one crankshaft and subsequently being pulled by the other crankshaft, to effect final compression of the second chamber. A significant portion of the loads of piston deceleration will be taken up by the compressing of the charge and will not be transferred to the crankshaft, permitting lighter construction. Because of the constant line of the tensile member between heads, the piston is much less subject to side loads and torque, simplifying piston bearing and seal design. The arrangement of the exhaust processing volume adjacent to the cylinder eliminates heat loss from the cylinder walls to outside the system.
  • exhaust temperatures will more closely approach mean combustion chamber gas temperatures, reducing thermal stress on the cylinder.
  • the piston has two opposing work faces, and consequently will have shallower temperature gradients than conventional pistons.
  • cold charge enters the hot maximum compression end of the combustion volume thereby cooling it, while hot exhaust gases exit the cold minimum compression end thereby heating it, tending to even out the temperature gradients of the combustion chamber surfaces. Because these arrangements substantially reduce thermal gradients, and consequently stresses, it will be easier to manufacture the components in a wider variety of ceramic materials, which generally have less tolerance to thermal shock than metals.
  • engine efficiency increases in some proportion to the difference between charge temperature and combustion temperature, and to a further degree with increase in compression ratio, and that power to bulk and power to mass ratios increase roughly proportionally to engine speed. That is provided that these increases are not partially absorbed by higher friction and pumping losses, and that combustion efficiency is constant within the speed range considered. It is an objective of these inventions to provide an environment where combustion temperatures, compression ratios and engine speeds higher than in present units can be successfully and efficiently employed. The higher combustion temperatures will tend to produce hotter exhaust gases, leading to improved emissions control and usually a greater heat sink for waste heat recovery systems, which will therefore produce more work, and generally lead to greater system efficiencies.
  • water in some form is introduced to the combustion chamber, optionally using devices disclosed subsequently. This will have the effect of reducing temperature and increasing pressure, as described in more detail elsewhere herein. Due to the elimination of heat dissipation via the cooling system and via general radiation from the engine and the resultant either increased temperatures and / or pressures, efficiencies will be higher with the new un-cooled engines of the invention.
  • Both of the first two processes can be hastened by increased temperature and, to a degree by increased pressure, so putting the constituents of combustion in closer proximity to each other.
  • the combustion delay time is also reduced or virtually eliminated by delivering the liquid parts of the charge into the combustion chamber at greatly elevated temperatures and pressures, so that they vaporize almost immediately on entering the chamber.
  • the tensile crank design can delay the piston at each end of the cylinder and hasten its passage between the ends, as described below. This delay at each end also implies that engine speed can be raised, relative to conventional engines, for given combustion parameters. Taking the above factors into account, engine speed limits for a given efficiency of combustion could more than double.
  • speed limits in direct injected engines might increase up to three or four fold, that is diesel speed limits might be in the 200 to 300 rps range.
  • Diesel speed limits might be in the 200 to 300 rps range.
  • Today, most diesels run at far lower than the theoretical maximum speeds determined by combustion parameters, the limiting factor being the stresses caused by reciprocating mass. With the new engines this presents virtually no problem, so all diesels could run at similar speeds, closer to theoretical maxima.
  • the stresses caused by reciprocating masses is the major factor limiting speeds. In present designs for such applications, speeds might increase from around 18 rps to between 50 and 100 rps.
  • twin scotch yokes are deployed, as shown schematically in Figure 36, in which a piston 1001 reciprocates in cylinder assembly 1003 including cylinder heads 1004 to define two combustion chambers 1002 at each end of the cylinder assembly.
  • the elongate slots 980 of two yoke assemblies 981 are mounted on crank-pins 982 in turn mounted on crank shafts 983 having centers at 984. Travel paths of the pins 982 are shown dashed at 985.
  • the piston is linked to each yoke by a single link 1007 passing through the head 1004 of the cylinder assembly, the single link then splitting into two links 986 connected to each end of the yoke.
  • All the links are intended to transmit the major loads, caused by expansion in one combustion chamber, in tension. If the links can take the compressive loads caused by expansion in a working chamber, the cranks need not be mechanically linked. However, in selected embodiments the cranks will be mechanically linked by any convenient means, including belt or chain, rotating arm (as in railway locomotives), gearing, etc. In operation, the links will principally pull on the crank pins to cause the two mechanically linked cranks to rotate synchronously.
  • the advantage of the scotch yoke layout is that there are little or no side thrusts by the tensile member on the head where it passes through it.
  • piston / cylinder assembly and both cranks may be mounted in a rigid integral housing, shown chain dashed at 987, so as to permit a shaft type attachment to the yoke, shown dotted at 988, to be slidably mounted in recesses 989 in the ends of the housing, the centers of the recesses optionally aligning with the axis of reciprocation of the piston.
  • Figure 36 is entirely schematic; any convenient type of mounting of the yoke assembly to either a housing or a head assembly 1004 may be employed. Elsewhere herein, balanced scotch yoke assemblies are disclosed.
  • Diagrammatical Figure 32 shows centers 1100 of equal mechanically linked and therefore synchronized crankshafts 1098 with crank throw of radius r at crank pins 1099a describing path 1099 rotating in the same direction 1101, shows piston 1102 and head / cylinder module 1103 of constant dimension k, solid lines 1104 representing tensile members when the piston is in the middle of the cylinder, and dashed lines 1105 the tensile members when the piston is at the end of the cylinder.
  • the tensile member dimension is the hypotenuse of right angle triangle base a-c height r, plus hypotenuse of right angle triangle base d-f height r, plus k. Since the triangle bases total 6r and since the hypotenuses must be longer than the bases, it follows that the distance between the crank pin centers, taken along the line of the tensile members, is longest when the piston is in the middle of the cylinder.
  • the tensile link 1106 may be wholly of some flexible material, or may partly comprise a rod 1096, as shown schematically by way of example in Figures 38 and 39.
  • an equal portion of the tensile element is parallel to piston 1102 movement at any one time; in one case it is a fixed portion, relative to crank centers 1100; in the other case the portion reciprocates and is relative to the piston position.
  • the tensile links are shown at 1006 in a first position relative to the piston 1102, and at 1007 when the piston is shown in dashed position 1094.
  • the cranks are shown turning in the same direction and the free portions of the tensile element are angled at 180° or less to one another. Not shown, but equally possible, is to have the cranks turn in opposite directions to one another, thereby maintaining the free tensile portions at a more or less constant 180° to one another.
  • Figure 40 an arrangement for differential pivots such as rollers 1093 for each half of the cycle is shown, which will cause the piston 1102 to be off cylinder assembly 1103 center at 1092 in position 1091 when the crank(s) 1098 is / are 90° off BDC/ TDC, so permitting differential piston speeds during cycle phases.
  • such an arrangement could be used to cause the piston to move faster during the main portion of the compression stroke compared with during the main portion of the expansion stroke or vice- versa.
  • the crank movement diameter will have to be around 5/4 to 8/7 of piston movement, depending on design details.
  • the presence of slack towards the ends of piston travel could cause it to spend more time there, allowing more time for combustion to develop and / or for fluid transfer to take place.
  • the ratio can be reduced for equivalent crank centers, by employing the configuration of an offset crankshaft 1098, as shown schematically by way of example in Figure 4L Such an embodiment may be suitable for low power applications where axial loads at the head do not present a particular problem.
  • the piston rod 1096 is shown in part of the cylinder assembly 1103 when combustion chamber 1091 is at maximum expansion and the piston (not shown) is at BDC, with tensile link 1106 connected to the crank-pin at "a".
  • crank-pin at "b" when the piston is approximately at the center of its travel range, and at "c” when it is at TDC.
  • differential rotation could be absorbed by using final drive devices such as illustrated in Figures 42 and 43.
  • variable length piston-to-crank links of a twin crank layout can be changed to fixed length links, if differential crank speeds can be tolerated.
  • one crank has fractionally to slow down or speed up relative to the other to accommodate fixed length links. The greater the tensile link length in relation to crank throw, the closer to synchronous the cranks' motion will be.
  • crank speed variation could be tolerated, for example in an engine powering twin pumps or twin low speed marine screws, if the screws have relatively low mass.
  • Figure 42 shows two crankshafts 2026 connected to a single piston in a cylinder (not shown). They are linked to a final drive 2027 by endless belt, chain or pulley 2028.
  • a carrier and / or variable length tensioner 2030 movable in direction 2029 shortens or lengthens the power transfer distance to the constant cycle speed final drive 2027.
  • the range of movement is indicated by the alternate position of the tensioning rollers 2032 and belt, shown dotted as at 2031.
  • the movement of the carrier may be controlled in any direction by springs of any kind or otherwise dampened, as shown at 2033, and need not be reciprocal. It could additionally or alternatively be elliptical, circular, etc.
  • the carrier and / or tensioner may float, positioned by the forces generated in the endless pulley / chain / belt, or it may be controlled by a system of guides and linkages.
  • the spring 2034 loaded tensioner assembly 2030 is mounted about a shaft 2035 (permitting roller 2032 movement in direction 2036), which in turn is slidably mounted in a slotted carrier strut 3035a, which is mounted at one end 2038 on the crankshaft 2026, and slidably mounted at the other end on a fulcrum 2039 fixedly mounted, so ensuring that the roller assembly can also move in direction 2029.
  • a single reciprocating piston or piston / rod assembly is connected to two crankshafts by links principally loaded in tension.
  • the piston or piston / rod assembly is connected to a single crankshaft by links principally loaded in tension, such links comprising one or more flexible members such as wire or cable, as shown by way of example in Figure 22.
  • some elastomeric or flexible element had to be incorporated to accommodate the "hypotenuse" effect, as described in relation to Figure 37..
  • Figure 497 shows schematically such an arrangement, wherein a piston 1001 reciprocates between two working chambers in a cylinder module 1103 including two cylinder heads, and is connected via rollers 1093 of any kind by continuous linkage 1007 principally loaded in tension to crank pin 1099a describing path 1099 on crankshaft 1006 rotating on axis 1100.
  • the tensile link is a single wire or string or cable of any kind, clamped or otherwise fastened to a bearing component at 1099a.
  • connection between piston 1001 and bearing has to have variable length, so an elestomeric or variable bearing or connection of any kind, including as disclosed in Figures 94 through 96, can be introduce on each side at "B", at a junction of link to end of a piston rod assembly similar to that of Figure 39.
  • a flexible link is in two halves, each terminating in an elastomeric / variable bearing or connection at 1099a.
  • the tensile linkage comprises a series of cables, wires or rods principally loaded in tension and connected to rockers, as shown by way of example in schematic Figure 498.
  • FIG. 498 shows a piston / rod assembly 1001 reciprocating total 5.0 dimensional units in direction 1 inside a cylinder module 1103, with rocker pivots indicated at 2. Piston faces at end of reciprocal moment are shown dashed.
  • Two alternative arrangements are shown, one at "A” and the other at "B”.
  • the piston rod is directly linked to rocker 5, optionally by a mechanism which imposes little or no side loads on assembly 1001, for example by a pin or bearing 4 on the piston / rod assembly which nests in an elongate slot 3 in the longer arm of rocker 5.
  • rocker 5 The shorter arm of rocker 5 is connected by linkage 9 to rocker 6 having arms of equal length, which is in turn connected by linkage 10 to crank pin 1099a, optionally including an elastomeric connection or bearing, traveling in path 1099.
  • crank pin path 1099 to have diameter less than range of movement shown at 1 , in this case 3.5 dimensional units, as indicated at 14.
  • the configuration and path of movement of rockers and other linkage is so arranged as to always cancel out the "hypotenuse effect", and there is / are no elastomeric / variable bearing or connection(s).
  • the arrangement at "B” shows schematically that rockers can be of any configuration, mounted in any orientation, and that links can be in any direction.
  • one or more of linkages 9 through 13 comprise rods or any stiff members and are substantially equally loaded in compression.
  • linkages 9 and / or 11 through 13 are rods or any stiff members and are substantially loaded in compression and tension, and only one end of a piston rod assembly communicates with a single crankshaft.
  • the single crankshaft is not positioned centrally "under" the piston but is placed in any convenient location, and is connected to both ends of a piston or piston / rod assembly by linkages of any convenient form or material which are principally loaded in tension, or the single crankshaft is connected to one or both ends of a piston or piston / rod assemble by one or more rods or other stiff members loaded substantially in tension and compression.
  • the central reciprocating piston is split into two halves, with a variable dimension between the halves.
  • Figure 44 illustrates schematically such an embodiment, with piston halves 990 reciprocating in a cylinder assembly 1003 to form two working volumes 1002.
  • the halves 990 are linked to crank-pins 982 mounted on contra-rotating crankshafts 983 by fixed or non-elastomeric links 1007, optionally principally loaded in tension.
  • the crankshafts rotate in the same direction.
  • the crankshafts are mechanically linked by any convenient means. Line of crank-pin center 982 travel is shown at 985.
  • the piston halves 990 are shown halfway between bottom and top dead center drawn solid and hatched, with their positions at top / bottom dead center shown dashed in outline at 991. Mounted just outboard the heads 1004 are pairs of rollers 992 which absorb the lateral loads of the links 1007. Valves, ports, bearings, etc. are not shown. As can be deduced, the distance "b" between the piston halves at mid point of the crank rotation is greater than the distance "a" between the halves at top / bottom dead center.
  • the geometry of the engine can be so set up as to make ratio a:b any desired.
  • the space between the pistons can be used as an effective compressor or pump either for the working fluids of the engine or for non-engine related fluids, in conjunction with suitable porting, valves, by-pass volumes, passages etc.
  • Mid-piston and mid-cylinder fluid transfer are disclosed subsequently herein.
  • an energy storage device in the form of a spring 993 is deployed between the piston halves, to absorb energy during one portion of piston travel and give it up during another portion of piston travel.
  • the spring may be loaded in tension or in compression, to some degree depending on the construction of the tensile links.
  • the gas between the halves is also compressed, so that the gas effectively also acts as a compression spring, absorbing energy around top / bottom dead center and giving it up again toward mid-point of piston travel.
  • a diaphragm (not shown) may be placed between the piston halves, to divide the volume between the piston halves.
  • Such multiple volumes can be used to pump or compress separate gases, or by variable relative movement of the diaphragm (and appropriate valving, porting, etc), to pump fluid from one inter-piston volume to another.
  • piston halves there is no link between piston halves within the cylinder.
  • piston halves they may alternatively be considered two separate pistons.
  • inter-piston volume arrangements described above in relation to Figure 44 can be used in a free piston pump or compressor. The basic layout of such an engine would be the same as that of Figure 44 , except that the piston rod penetration of the heads, the links 2041 and the cranks 2026 are all eliminated.
  • Such engines will only function properly if the net work being done is regulated to always be less than the actual capability of the engine, for the amount of fuel being supplied. Without such regulation the free piston halves will not return to their designated top dead center position.
  • the engine is so designed as to permit increased compression ratio with increase in speed.
  • the arrangements described above are employed: the piston is pulled by a crank to a "designed" compression ratio position, and on expansion the piston in turn pulls that same crank.
  • the piston Before the piston has been pulled to complete compression, it has been slowed down because its kinetic energy and the work done on it in the other combustion chamber by the last stages of expansion is less than that required to complete compression.
  • the slack may be transferred from one free - substantially unloaded - tensile half to the other; except for transition phases, one tensile half is always taut and the other slack.
  • One of the prime benefits of increased compression ratio with increased engine speed would be the shorter required combustion time, due both to increased pressure and the increased temperature resulting from higher pressures. Temperature and compression ratio do not increase proportionately, since the temperature is the result of pressure and combustion combined.
  • the deceleration of the piston could be controlled relative to variation of engine speed, to ensure that all slack is taken up in the relevant substantially unloaded free tensile half close to TDC, and that the excess of crank rotational speed over speed of tensile half movement is small as tautness is attained, to as far as possible eliminate shock loads on the tensile member.
  • variable compression ratio designs it is also desirable that tautness is attained at an angle of crank rotation before the loads of expansion can begin to be efficiently transferred to the crank.
  • This control can be provided in the first place by designing the mass of the reciprocating parts to suit the desired engine speed range, and by varying the timing and quantity of fuel delivered around TDC.
  • water, water-methanol mixtures or similar substances can be introduced, to provide sudden increases in pressure at critical periods and / or to control too-rapid temperature rise. It is assumed that in some engines it will be desirable to have the greatest possible engine speed because power to weight ratio is important (eg aircraft applications), so the objective of the variable compression concept is not so much to increase efficiency (in some embodiments it might decrease), as to facilitate proper combustion in short time intervals.
  • An interesting feature of the variable compression engine is that, once the "design" compression ratio has been exceeded, the masses of the reciprocating parts, other than any valve and fuel systems, exert virtually no loads on the crank. Therefore the traditional limitation to engine speeds in medium and large engines is substantially removed.
  • crankshaft itself may be manufactured along conventional lines and may be of any material, including ceramic.
  • Non-conventional configurations may also be used, including the built-up configurations shown schematically by way of example in Figure 45, wherein hollow center bearing tubes 1115 and hollow big end bearing tubes 1116 are mounted in compression by axial tensile fasteners such as bolts shown dashed on the left of the diagram at 1117, between crank discs type 1118 and type 1118a, which act as crank throws.
  • Bolt heads are optionally countersunk, as shown dashed at 641.
  • the tubes themselves may be countersunk into the disks, as shown dashed on the right side of the diagram at 642.
  • crank disks may be balanced in any way, including by inserts of heavier material, as shown dotted at 643, and / or by the provision of cut-out or depressions 644. Depressions may be crescent-shaped, to curve around the seating of a tube, as shown schematically dashed at 645.
  • Components 1118 and 1118a have been described as disks, but their circumference may be of any form, including oval, irregular or circular. If the latter, the disc may comprise an inner shell of a roller or other bearing, having its outer shell mounted in an engine, so permitting construction of a kind of roller or other bearing crankshaft.
  • crankshaft bearings are lubricated by fluids passing through the interior of the crankshaft.
  • the crankshaft bearings are gas bearings, wherein a substance in liquid form is caused to change to gaseous form at or near the bearing surfaces.
  • the crank discs may be so formed as to both permit maximum bearing size and to allow the circumferential area to act as a cam.
  • FIG. 46 some of the embodiments are schematically illustrated in cross-section in Figure 46, showing two shaped discs 1119 having precisely machined surface cam profiles 1120 for valve cam follower 1121 actuation and / or fuel delivery cam follower 1122 actuation.
  • the cam may directly or indirectly open a valve or actuate fuel delivery or serve any other purpose, and it may serve to actuate a linkage including a member principally loaded in tension, as described subsequently in connection with Figures 481 through 483.
  • the discs are interconnected by tensile fastener 1123 and inner crank bearing cylinder shell 1124 having precisely machined ends, each disc being similarly fastened to an inner main bearing cylinder shell 1125.
  • Inner main bearing cylinder shells 1125 are rotatably mounted in engine structure 1126.
  • Secondary crank bearing (often designated big end bearing) cylinder shells 1127 are mounted in crank connecting rod or tensile member 1135.
  • element 1135 could be part of a scotch yoke mechanism.
  • the present embodiment is shown having gas bearings where the largest bearing areas are desirable, but alternatively roller or needle or any other bearings may also be employed.
  • fluid passages 1128 communicating with a central (gas) fluid reservoir may duct (gases) fluids to apertures 1129 at the bearing surfaces. They may be used to provide gas for bearings, or alternatively to provide liquid lubrication for other bearings, and may be of any desired form or size.
  • a passage system may be within the crankshaft assembly, as shown for inner shell 1125, or in the structure 1126 supporting the crankshaft, or in both.
  • the passages may contain water under pressure, which on leaving the apertures will instantly turn to steam, so providing gas under pressure in the relatively close tolerance of the gas bearing.
  • the centers 1124a of the inner bearing shell cylinders 1124 may be filled with water or other fluid to provide, together with likely counterbalances as shown for example in Figure 45, some kind of flywheel effect.
  • the fluid might be driven through small weep holes 1125a in bearing shells 1124 by centripetal forces to have a tribological effect, and be replenished by a system of passages 1123a in crank components such as 1119, 1125, 1126, etc.
  • the gas or liquid may be pulsed, to provide maximum pressures at moments of greatest loading.
  • apertures such as at 1129, including those associated with passage 1128
  • a combination of apertures and wicks may be provided, as shown diagrammatically in longitudinal and cross-section in Figures 47 and 48, where 1123 and 1124 are respectively the inner and outer bearing shells, and 1136 the space between them for bearing fluid.
  • a wick or porous or permeable element capable of holding or transmitting fluid 1130 is disposed at maximum loading area 1131 , to more evenly distribute the liquid delivered under pressure via passages 1132 and apertures 1133.
  • the slack in the tensile element may optionally be taken up by a fluid spring, so that tautening of the tensile element causes fluid to be delivered to the bearings.
  • the crank of Figure 46 is shown having lateral or axial motion, permitting the cam followers to be actuated to varying degree by the progressively shaped cam profile, as the crankshaft is moved in direction 1134.
  • the link between piston and crank 1135 is not laterally movable, entailing larger inner bearing cylinders or shells than outer ones.
  • both the crankshaft assembly and crank-link are fixed with respect to direction of movement 1134, and cam followers 1121 and / or 1122 are moveable in direction 1134, as shown in the embodiments described below.
  • Water lubrication is here cited as an example; in fact any suitable liquid under pressure may be used, whether or not it changes to a gaseous phase in the bearing gap. Combustion loads, and consequently bearing loads, can be high. If gas bearings are used and gas blow-by is to be minimized, then the bearing ends may be partially sealed by an oil film. Since gas bearings are sometimes not as effective at low speeds, this oil film may then serve to lubricate the bearing shells to some degree.
  • a porous or permeable ring or wick is shown at 1130a in Figure 46, optionally supplied with liquid lubricant via passage system 1133a, which is independent of any passage such as at 1128 supplying gas to any gas bearing, such as may be between components 1125 and 1126.
  • Ring 1130a is shown on one end of the bearing; a similar ring and lubricant supply passage is optionally provided on the other end.
  • crankshaft may also function as a camshaft.
  • lateral movement of a crankshaft or a camshaft is incorporated in any pump, compressor or IC engine, using either conventional or gas bearings.
  • Figure 49 shows schematically how a crank and / or cam shaft 5086 and its inner main bearing shell 5087 moves laterally inside and relative to outer main bearing shell 5088 in direction of arrow 1134, with a first position shown solid and a second position shown dashed.
  • Either shaft 5086 or shell 5088 may be fixed.
  • the clearance gap will also be constant, thus maintaining constant gas bearing performance, whatever the position of the crank and / or cam shaft.
  • crank and / or cam shaft 5089 is fixed, but nevertheless incorporates cams 5090 with variable profiles 5091.
  • Other types of cam followers may be used, including those described elsewhere in this disclosure.
  • a yoke 5095 is attached to the follower stems 5096, preferably by some kind of olive shaped elastomeric washer or bearing 5097.
  • a camshaft which does not additionally function as a crankshaft is laterally movable relative to its cam followers and / or the followers are laterally movable relative to the camshaft.
  • the variable timing and effective profile of the cam and follower devices described in this disclosure may be used to actuate any reciprocating device, which in turn may actuate exhaust or intake valves, or be used to deliver fuel, either by opening valves or by operating a plunger or pump.
  • cam and / or crank shafts may be supported in variable pressure gas bearings, with gas in the bearing either provided as a gas, or as a liquid conducted under pressure to or near to the clearance space, which then changes state in the lower pressure and / or higher temperature environment of the clearance space.
  • These fluid pressures may be varied during rotation by what can best be described as moving profile cams, which provide pumping action within the revolving body.
  • moving profile cams By way of example, in schematic cam/ crank section Figure 52, two different embodiments are shown in a crank disc 5100 rotating about axis 5100a, with a big end bearing at 5021, having interior passages 5101 supplying bearing fluid being interrupted by reservoirs 5102, closed by movable plungers 5103.
  • the plungers are linked to the free ends of movable pedals 5104, pivoted at disc surface 5105 and at disc perimeter plane 5106.
  • Fixed cam followers 5107 are positioned, so that when the shaft turns in direction 5108, the pedals and therefore plungers are depressed when passing under the followers, causing a pressure wave in the bearing fluid.
  • Such pedal and plunger arrangement can also be adapted to provide engine fuel delivery, where a revolving cam actuates a pivoted or hinged pedal.
  • fluid pressure varies not only with crank rotational angle but also with crank rotational speed.
  • An example is schematically shown in sectional view Figure 53, and in the cross-section at "A" shown in Figure 54.
  • a pedal 5109 pivoted at 5111 is mounted on the circumferential face 5110a of a crank web disc 5110, which also has a reservoir 5102 housing a movable plunger 5103 and connected to fluid supply 5114 and delivery 5115 passages.
  • a weighted shoe 5116 is slidably mounted on the external surface of the pedal. During rotational movement 5117 the shoe will pass under fixed cam follower 5118, causing the pedal to be depressed and creating a pressure wave in the bearing fluid.
  • the radial motion 5119 of the shaped shoe on the surface of the pedal is restrained by spring 5120.
  • a stop restraining the movement of the plunger is shown schematically at 5121.
  • centrifugal force on the shoe will cause the spring to be extended and shoe to move radially outward on the inclined pedal plane, causing the head of the shoe to project further from the disc surface, and increasing plunger motion during each pass under the follower.
  • fluid pressure may be varied proportionately to crank revolution speed.
  • a piston linked to two synchronously rotating crankshafts needs slack in the links.
  • the link may incorporate elastomeric or compressible / stretchable elements or devices. They can be designed to absorb energy at one time during an operating cycle and give it up at another time during the same cycle. Such energy storage may be used to distribute loads during either an expansion or compression phase of the cycle, or distribute loads from one phase to another.
  • tensile piston-to-crank links features are generally described in the context of the configurations of Figures 37 through 41_. Any of the features described may also, where appropriate, be used in connection with scotch yoke type links between a piston and crankshaft, including those disclosed herein.
  • a crank is connected to a piston or a piston / rod assembly is by a link principally loaded in tension, configured to always absorb slack in the system, optionally using a cyclical energy adsorption device.
  • Figures 55 to 58 show a spring steel link 1136 in tension under load, biased to open to position shown at 1137 when all load to or from crank pin assembly 1143a is removed, with the center of the link wrapped around the crank pin assembly and the two end attached to the rod-like extension 1148a of a piston / rod assembly.
  • Figure 55 is a plan view, Figure 56 a sectional elevation, Figure 57 a detail section taken at (b), Figure 58 a detail part section of the components at (c).
  • a compressible mat is shown at 1143, between spring steel loop 1144 and outer bearing shell 1145.
  • Figure 58 shows an enlarged section of the joint between the tensile member and the end 1148a of the rod of a piston / rod assembly, where the wedge-shaped split ends 1146 of one tensile link 1136 are seated in a shallow conical depression 1148 in the rod end 1148a, and located by collar 1147.
  • the fluid reservoir 1139a is indicated schematically only, its volume not necessarily being to scale. Fluid is supplied to it via flexible tube 1141a and leaves by flexible tube 1142a. Variation in stiffness of springing will affect the acceleration and deceleration of the piston during transfer of slack from one tensile half to the other.
  • spring steel for component 1136 any suitable material can be used.
  • Figures 55 through 57 are embodied in simpler form, when used to link a piston to two synchronously rotating crankshafts, optionally mechanically linked.
  • a simple elastomeric or curved tensile link of any appropriate material including spring steel, optionally between traditional big-end and small-end bearings.
  • spring steel any appropriate material including spring steel
  • the new spring steel member is still a connecting rod, but it is connecting principally in tension.
  • the effective (straight line) length of a curved link is that measured between big-end and small-end bearing centers.
  • the link in its natural shape when the link is shortest, when the piston is at top- or bottom-dead-center, and the link is stretched and absorbs energy as the piston moves to center of its travel path.
  • the link's natural shape is when the link is longest, and it is compressed and absorbs energy as the piston approaches top dead center.
  • the link in its natural shape has any strait-line length. The natural length of the link determines where in the 360 degree cycle energy is absorbed by the link and where energy is given up.
  • the piston is effectively unrestrained (its exact position at a given time depending on the forces exerted on it, including the forces exerted by the links), for a given rpm variation of link design will effect such parameters as piston speed, dwell time at TDC / BDC, and often also final geometric compression ratio. All these factors can be similarly affected by variation of mass of the reciprocating piston / rod assembly.
  • Figures 499 show a number of layouts of a single piston, single cylinder, twin combustion chamber engine of two-stroke engines, where a piston / rod assembly 1 is linked to twin crank pins having travel path 4 and reciprocates in direction 2 inside a cylinder assembly 5 to define two toroidal working chambers 3, and where various pivot points are indicated by crosses.
  • the piston / rod assembly is shown in mid-point of reciprocation, with the piston shown dashed at one TDC.
  • a dashed circle indicates the path of a crank pin, with the four crosses on the path representing crank pin positions at TDC/BDC and at mid-point of crank rotation between them.
  • the links are shown in solid line in their natural curvature and in dashed line transformed under load.
  • energy is absorbed during the first part of the expansion stroke and given up during the second part, to help compress the charge in the opposite chamber. This would tend to shorten piston time at TDC / BDC, slow down the piston around mid point of travel, and perhaps provide somewhat higher compression ratios.
  • Figure 499B the situation is reversed, in that energy is given up during the first part of the expansion stroke and absorbed during the second part, to hinder compression of the charge in the opposite chamber.
  • the arrangement is similar to that of Figure 499A, in that energy is absorbed during the first part of the expansion stroke and given up during the second part, to help compress the charge in the opposite chamber. Again, this would tend to shorten piston time at TDC / BDC, slow down piston around mid point of travel, and perhaps provide somewhat higher compression ratios.
  • the bearings are all always loaded in the same direction, and the entire linkage between crank pins is at all times loaded in tension.
  • the links are not curved, but of any convenient form, including stepped, zig-zag, folded, concertina or bellows like, or curved in two dimensions, as for example in any portion of a coil spring.
  • crank is linked to the piston or piston / rod assembly by a flexible tensile element, such as cable, wire, rope, yarn, etc.
  • a flexible tensile element such as cable, wire, rope, yarn, etc.
  • a compressible fluid reservoir 1150 is linked to outer bearing shell 1151 and fluid supply reservoir 1158 by fluid supply line 1152 and non-return valve 1153, and by fluid return line 1154 with non-return valve 1155, to deliver fluid to bearing at 1159 via passages 1160.
  • Twin tensile cables 1157 pass through a bell mouth 1156 to be wrapped round the shell, with ends 1162 press or adhesive mounted.
  • the cables are attached through bell mouths 1163 about the detachable hammerhead 1164. They may pass through the piston / rod assembly, as shown in subsequent embodiments.
  • the hollow rod 1165 has openings permitting the passage of charge at 1168.
  • the head 1164 is attached to the rod portion 1165 of a piston / rod assembly by screw threads 1166.
  • the compressible fluid reservoir supplies fuel to an IC engine combustion chamber. For example, the initiation of expansion in one chamber and associated tensioning of the link causes the reservoir to compress and start fuel delivery to a second chamber.
  • Figure 6J_ shows a single cable mounted to a constant diameter rod tip 1167 of a piston / rod assembly, where the cable enters through a split bell mouth 1169, passes through the rod to be wound about it then re-enters the rod to pass through to the other end.
  • the rod tip has a internal passages 1168 for fluid.
  • Figure 62 shows a single cable passing through the cylinder head 1170, guided by optionally asymmetrical or staggered crank revolution roller guides 1171 and crank lateral movement roller guides 1172.
  • the cable is passed through cast-in passages 1174 provided in the integral piston 1173, wrapped about the circumference and then passed through the piston again.
  • Optional voids 1175 have been provided in this piston.
  • a passage 1198 may be provided for lubricating fluid to reach the area 1198a of the tensile member where it leaves the piston. If liquid, a continuous or discontinuous circumferential gallery may be provided at 1198a.
  • Figure 63. shows a similar arrangement in a tri-component piston, where the piston crowns 1176 are screw threaded to each other by means of a central cylinder or drum 1177 round which the cable is wrapped. A compressible sleeve 1178 is provided to project the cable against abrasion and to act as a shock absorber.
  • Figure 64 shows an open skirted three-component piston, where the crowns 1179 are screw threaded to each other by means of a smaller central cylinder 1180.
  • Figure 65 shows an open skirted piston / rod assembly, where the rod 1181 is hollow and continuous, the piston 1182 having reinforcing flanges 1184.
  • the piston is press fitted to the rod and attached either by the tightness of the fit (achievable by inserting the cooled rod in the heated piston) and / or by plugging a volume bisected by the component joint line as at 1183, or by a combination of both.
  • the hollow rod may house a continuous tensile member 1185, which could be attached to the piston / rod assembly at the ends, optionally in one the manners shown Figure 61, or Figures 59 / 60.
  • Figure 66 shows a tri-component closed-skirted piston assembly 1186 assembled about two independent rods 1187.
  • Compressible material is provided at 1188 to provide small movement of the piston on the rod for shock absorbing purposes and at 1189 to provide a thread lock.
  • Hollow passages 1190 may communicate with the interior of the piston, to carry fluid, including gas, through the piston in direction 1191 for cooling or other purposes.
  • Figures 67 shows the end of a piston / rod assembly where twin cables are provided.
  • the piston / rod assembly may be provided with a passage for gas, as shown in Figure 61.
  • Figure 68 show an arrangement similar to that of Figures 63, except that twin cables are provided.
  • the cylinder head may be designed in any manner, including to house conventional poppet valve(s). Where there is a central tensile member, it reduces the possible diameter of the valves, unless four valves are used about a central rod or cable. In many applications, a more effective arrangement is the provision of valves of arc-like or ring-like form.
  • ring valve is meant a movable ring-shaped element normally approximately flush with a surrounding or core surface. When the valve is actuated, it projects from any plane of the surrounding core surface, causing fluid or other material to flow past both the outer and the inner circumferences of the ring.
  • a "ring” valve of median diameter "x” will provide around double the clearance of a conventional poppet valve of the same diameter "x" at a given lift.
  • An example is illustrated schematically in Figures 69 through 71, where Figure 69 is a section through a cylinder 1003 looking towards the head 1004, Figure 70 a cross section through cylinder 1003 and head 1004, and Figure 71 an elevational view, taken at right angle to the section, showing the valve actuation mechanism. All Figures are schematic. They show a single central ring valve 1201 with twin stems 1202 in guides 1203 provided in bridges 1204 supporting the central portion of the head 1205, in turn supporting the hollow rod portion 1206 of a piston / rod assembly.
  • the twin stems are attached to ring- shaped collar 1207 whose underside functions to depresses a spring 1209 and whose upper side has one or more surface projections 1207a to receive a lever 1208 hinged at 994 on a mounting 995 on the head.
  • the lever which is forked to clear the rod 1206 and has concavities 1208 engaging with projections 1207a, is depressed by a cam 996, which in turn depresses the collar against spring resistance to open ring valve 1201, permitting fluid to flow as indicated by arrows 997 past both internal and external circumference of the valve into working chamber 998.
  • the fluid is supplied from the valve enclosure volume 999 above the head 1004.
  • the ring valve may be constructed in any suitable manner, and it may be actuated by any convenient means. It may be located in any suitable position.
  • Figure 7_2 shows a similar view of a head 1004 from inside the cylinder 1003, but with the axis 1208a of the ring valve 1201 offset from cylinder / tensile member 1206 center by dimensions "y" and "z", with the offset for any reason including to more easily permit direct crank / cam valve actuation.
  • the offset may be in one dimension only.
  • a single fuel delivery device is positioned at 1205a; alternatively multiple devices may positioned in any convenient location, for example as indicated at 1205b. In another embodiment, there is more than one ring valve opening into a single working chamber.
  • FIG. 7JL shows inner 1210 and outer 1211 ring valves in a head and cylinder assemblylOO4, pierced by a single tensile member or piston / rod assemblyl206.
  • the outer valve activated via valve stems 1211a, links the toroidal combustion chamber 1002 to an exhaust processing volume 1212, which optionally is the circumferential exhaust processing volume surrounding of the cylinder portion 1003 of the cylinder assembly, as disclosed earlier in Figures 20 and 21.
  • the ring valves may have different heights of maximum clearance or lift, as shown dashed.
  • Inner ring 1210 links the chamber to a charge holding volume atl213 outboard of the head at 1004, which could be the valve mechanism enclosure.
  • a variant of the ring valve is the crescent- or arc- or banana-shaped valve, as disclosed in Figures 321 through 324.
  • it could most simply comprise around half a ring valve. Two such halves could together be just short of a circle, so that the head bridges could extend to the combustion chamber head surface.
  • Each such half could be mounted on a single stem, preferably of oval-like or other non-circular cross-section to assure proper alignment, and be actuated in the manner of current poppet valves. Because the seats are not a regular circle, they would be significantly more difficult to machine, either during manufacturing or reconditioning, than either the conventional poppet valve or the ring valve, which is why embodiments of the latter are described here.
  • the tensile member may pass through the head in a number of ways.
  • bearing surface must be provided near where the rod passes through the head, to take up any angled loads caused by crank rotation.
  • these can be taken up by rollers, as shown for example in Figure 62.
  • a sleeve is provided between the reciprocating piston or piston / rod assembly and the head.
  • Figures 74 and 75 show, in schematic sections taken at right angle to one another, a rod portion 1192 of a piston / rod assembly passing through a cylinder head 1004.
  • the rod portion 1192 is reinforced by a sleeve 1194, which in further embodiments is be movable in direction 1195, and / or optionally provides fuel delivery.
  • the tips of the sleeve when it is extended are shown dashed at 1192a.
  • Rod tip when working chamber 1002 is most expanded and piston / rod is at BDC is shown dotted at 1196.
  • the sleeve has a cutout 1197, shown in elevational view in Figure 75, to accommodate crank link 1193 movement range at an extreme angle 1193a.
  • Link 193 is shown schematically. A cross section through a central portion of the rod is shown at the bottom of Figure 75 at "A", and it shows how the rod may be wider in one dimension to strengthen for side thrusts..
  • bearing may be by high pressure gases. This will naturally tend to be caused by blow-by and, if bearing tolerances are small, this blow-by loss may be very moderate and worth the bearing work it provides. Additionally or alternatively, bearing may be by water or other liquids or gases as described earlier, by direct supply 1198 as in Figure 62, or via the wicks or permeable or porous material 1199 as shown in various alternative arrangements in Figure 74, supplied by passages 1200.
  • the passages 1200 may provide fuel and communicate with galleries 1200b in the sleeve, and sleeve passages 1200a may be extended to terminate in the sleeve face exposed to the combustion volume only when the sleeve is extended.
  • the piston - shown dashed at 1001 when at top dead center - may have a corresponding depression 1001 a, which could form part of a pre -combustion chamber or bowl.
  • the fluid in the passages and galleries when subjected to a pressure wave, would spray into the combustion volume as shown at 1199a.
  • Fluid galleries or passages such as at 1200a and 1200b are optionally only exposed to the working volume when the sleeve is extended. When it is retracted, the passages such 1200b are masked, reducing the likelihood of fuel dribbling or boiling away into the combustion volume.
  • connection between tensile member 1193 and piston rod 1192 is indicated diagrammatically; any suitable connection or fastening method may be used, including those disclosed herein.
  • the "lubrication" of such components as valve stems, the tensile members, and the support members such as 1194 of Figure 74 entails the use of substances which, when carried to the combustion chamber, affect the combustion process.
  • Such substances includes fuels such diesel, which can additionally be used to lubricate further components.
  • Other fluids which may be used include water, fuel, water-methanol mixtures, hydrogen, in either liquid or gaseous state.
  • lubrication is meant the provision of low-friction bearing means, including liquid films, gas bearings, etc.
  • the sleeve containing fluid galleries may be moved in order to deliver fluid to the working chamber, in the manner disclosed subsequently in Figures 310 through 320. Fluid may be delivered to the chamber at the appropriate time by the imparting of pressure to a fluid reservoir, the pressure optionally releasing a valve, causing fluid to leave the reservoir via an orifice communicating with the working chamber.
  • This is essentially the direct fuel injection system in use today, and may also be employed in the new engines.
  • Such a system may be adapted to current engines and / or the engines of the invention by making the head or similar component a part of an injector.
  • Figure 76 shows schematically, by way of example, a cylinder head 1004 having a ring valve 1201 and two tensile crank links 1206.
  • a plunger 1601 is retained on its seat to close a nozzle opening 1602 communicating directly to working chamber 1002 by means of a spring 1603 retained by a bolt 1604 and washer 1605.
  • Fuel supply line 1606 keeps passage 1611 and fuel gallery 1607 filled.
  • a sharp pressure wave in supply line 1606 causes plunger 1601 to move against resistance of spring 1603 in direction indicated by arrow 1608, to release a spray of fuel 1609 into the combustion chamber.
  • the spring pushes the plunger back onto its seat, to cut off fuel supply to chamber 1002.
  • An optional fuel return line is shown at 1610, supplied by passage 1611. Either one or both of fuel lines 1606 or 1610 may have a nonreturn valve at any convenient location.
  • injector-less fuel delivery systems are used. Such systems include a fuel passage communicating directly with an engine combustion chamber, at least during part of the operating cycle.
  • the fuel delivery passage has a very small opening to the combustion chamber, which is always "open". In normal operation, the passage will house a body of fuel.
  • a pressure wave is initiated in the fuel from the supply source, causing part of the fuel residing in the passage to be ejected through the very small opening into the combustion chamber. The quantity of fuel ejected will depend on the intensity and duration of the pressure wave.
  • the combustion gas temperature during part of the cycle will be greater than a liquid fuel's boiling temperature at the current pressure. Some boiling will occur at the diameter of the small opening, but this boiling will be stalled by two factors. Firstly, as the initial molecules boil, they will form a gas with a relatively poor rate of heat transfer compared to a liquid, so delaying the boiling of the molecules of liquid immediately behind the newly formed gas.
  • Figure 77 illustrates the principle, showing - greatly enlarged - a long, thin fuel delivery passage 1611 in a cylinder head or similar component 1004 linking fuel reservoir 1607 to combustion chamber 1002.
  • the contact at "E” between liquid fuel and the hot combustion chamber gas has caused localized boiling in tip of the passage, indicated at zone “B”.
  • the energy required for the change of phase of the material in zone “B” has caused the temperature of the fuel immediately behind, at "D” to drop sharply. For it to boil, it requires substantial further energy, which is most likely to come from the gases in the combustion chamber. But gas is a slow transmitter of heat energy, so it will take some time for the fuel at "D" to boil.
  • the initial boiling in zone '"B" stalls the weeping of fuel into the combustion chamber.
  • very little fuel will enter the combustion chamber except during fuel delivery, when a pressure wave is induced in reservoir 1607.
  • the passage need not be exposed to the combustion chamber during the whole cycle; in other versions of the "open passage" fuel delivery system, the passage opening will be partly masked during portion of the combustion cycle, or it will not directly communicate with the combustion chamber but instead with some kind of reservoir, this reservoir being exposed to the combustion chamber for only a short part of the cycle.
  • a barrier of some kind of porous or permeable material that permits passage fluid can be placed at the opening to the combustion chamber, to restrict weeping and slow any possible boiling.
  • the fuel delivery device is part of the head.
  • Figure 78 shows schematically, by way of example, portion of a cylinder or head or piston / rod component 1004 having an opening for fluid delivery 1611 communicating with a fuel supply passage 1612 containing a wick or porous or permeable material at 1613.
  • the wick or other material 1613 will permit a very small amount of fluid to enter the combustion volume, either as liquid or gas.
  • a sharp pressure wave is induced in the fuel supply passage, forcing fuel through the wick or other material to enter the combustion volume 1002 as a spray 1613.
  • section Figure 79 shows schematically a removable unit 1614 containing a fuel delivery passage 1611 mounted in a head or other component 1004. Unit 1614 is attached by screw threads of a sinusoidal section 1615 to capture a wick or filter or porous or permeable material at 1613.
  • Piston crown top at top / bottom dead center is indicated dashed at 1001.
  • the unit 1614 and component 1004 could be of any suitable material, including ceramic. Such screw threads of sinusoidal cross-section may be used in any appropriate device or mechanism of this disclosure, and are not limited to use with ceramic components.
  • the unit 1614 may have a depression 1616, shown also in plan view Figure 80, which could optionally function as a tiny pre- combustion zone and / or as a key to receive a special driver for insertion the of unit. Fluid could be delivered by at least two pressure waves, a first one to supply portion of the delivery 1617 to the depression 1616, and a later fuel delivery 1618 after expansion has commenced.
  • the removable unit 1614 is shown attached by screw threads 1615, but alternatively may be attached by any suitable means, including by snap-ins using springs, adhesives, cover plates with screws or bolts, etc. It may be attached from the combustion chamber side of the head or component 1004, or from the other side.
  • wicks are shown. Instead of wicks, any kind of device may be used to restrict fluid flow to some degree, and / or to act as a heat sink, if desired.
  • the single fluid passage 1611 may be replaced by a series of smaller passages delivering fluid synchronously.
  • the wicks may be omitted, especially if the passages have a relatively small bore in relation to length, as shown schematically in Figure 77.
  • Figures 79 and 80 are modified by incorporating some or all of the constructional features of the insert 1614 into the sleeve 1194 or the head 1004, as illustrated in Figures 74 and 75, and making fluid supply passage 1612 wide enough to load any wick or porous or permeable material from outside the working chamber 1002.
  • a unit similar to 1614 can be mounted to the component, optionally in the manner shown in Figure 78.
  • a low pressure circular toroidal gallery or reservoir 1620 is formed in the cylinder head or similar component 1004.
  • the head 1004 is pierced by one tensile crank link 1206, and there is a ring valvel201.
  • the reservoir 1620 is linked by passages 1611 and by optional non-return valve 1621 to a fluid supply line 1606, and to fluid return line 1610, which may also have a non-return valve (not shown).
  • the valve 1621 protects the pump from any return pressure waves and from reverse pressure build up during combustion chamber compression.
  • a pressure wave is supplied by a plunger in a fluid delivery pump (not shown), is transmitted down the supply line to open the non-return valve and to pass into the reservoir, causing a fluid jet 1617 or jets 1622 to enter the working chamber 1002 via passages 1620a.
  • a fluid jet 1617 or jets 1622 will act as a fluid heater. Once injected, any heated liquid fuel will combust and become gaseous more quickly, enabling an IC engine to run faster.
  • Reservoir 1620 need not be of toroidal configuration, but can be of any convenient shape.
  • a plunger 1623 retained by spring 1603 is mounted in a fluid reservoir 1620 in the cylinder head 1004.
  • the plunger When the plunger is activated in direction 1627, it either injects fluid directly into the working chamber 1002 as at 1626 via passage 1628, and / or indirectly via passage 1611 and small optional pre-combustion zone 1616 as at 1629.
  • Optional fluid return passages are not shown.
  • the plunger may be cam actuated via a crankshaft or camshaft, or it may be electrically actuated. If the fluid is combustible and is delivered at above ignition temperature and under high pressure into a combustion chamber, when it comes into contact with the lower pressure sufficiently heated compressed charge air it will immediately ignite, provided the charge is at sufficiently high-temperature. The resultant expansion will cause a jet of burning gas to exit the mouth of any pre-combustion chamber, as at 1629.
  • crank link or piston / rod assembly form part of the fluid delivery device and, in a further embodiment, the crank's or piston / rod assembly's reciprocal motion wholly or partly actuates delivery of the fluid.
  • Figure 83 shows schematically by way of example several optionally alternative methods of fluid delivery, wherein the crank link 1206 is partly used to deliver fuel, and depicts the area where the link passes through the head 1004, at the top of the combustion chamber 1002.
  • the link 1206 may be the rod portion of a piston / rod assembly.
  • An annular groove 1631 and / or at least one depression 1632 is located in the head 1004 where the link 1606 passes through it.
  • the groove may of any convenient form or shape, including discontinuous or non-annular.
  • Depression 1632 and / or groove 1631 are filled with fluid from supply passages 1606 under continuous or varying pressure.
  • at a predetermined position at least one passage 1633 in the link 1606 reciprocating in direction 1634 will align itself with a depression or groove in the head, causing fluid to flow into the working chamber at 1635.
  • the passage may be in the form of a groove as shown at 1636, causing fuel to be delivered at 1637, near junction of link and head.
  • fluid supply to the first link passage or groove is cut off, but soon other depressions 1638 and / or passages 1639 may be aligned with the head fluid supply, providing a controlled supply of fluid to the working chamber 1002.
  • Depressions such as at 1638 transport pockets of fluid into the combustion chamber where, if it is a combustion chamber, they will start combusting adjacent to the link, as at 1640.
  • the same procedure can be used to supply other fluids, including water or water / methanol mixtures, to a working chamber.
  • the pressure of the residual fluid in each depression is more or less proportional to the pressure in the working chamber at each communication.
  • the depressions in the tensile member may be wholly or partially filled with fluid, which may lubricate the bearing surfaces between tensile member and head.
  • a wick or other porous or permeable material 1641 is provided instead of a groove or depression in the head.
  • the piston / rod assembly may rotate as well as reciprocate, and in such case the precise location and alignment of fluid reservoirs with passages will ensure delivery of fluid to the working chamber at the exact times desired, either by the fuel being "carried” into the combustion volume, or by a combination of alignment of volumes and pressurization of the fuel supply.
  • Optional fluid return passages are not shown.
  • the embodiments disclosed in Figure 83. generally do not require a powerful pressure wave to deliver fluid. In today's smaller diesel engines, the fuel pump and injectors may consume up to 10 % of the total engine power output. Eliminating such pumps and injectors could lead to greater engine efficiencies.
  • the carrying of fluid into working chambers is further disclosed subsequently.
  • Figure 84 shows schematically, by way of example, an interior plan view of a cylinder head having a ring valve 1201 co-axial with piston rod 1206, and illustrates one way in which fuel jet orifices 1228 and / or pre-combustion chambers 1229 may be arranged.
  • This distributed fuel delivery is likely to increase the speed limit at which efficient combustion can be achieved.
  • fuel delivery is actuated by a cam-driven plunger.
  • Figures 85 and 86 show schematically, in section and plan section, a plunger mechanism 1230 for activating fuel delivery, the plunger in turn activated by pivotally mounted cam follower rollers 1232 communicating with cam 1231 located on a crank disc or camshaft 1233.
  • Cylinder surface is indicated at 1003.
  • the plunger is seated over a fluid reservoir 1612 contained in a structure 1612a mounted on the working chamber head 1004, and is enlarged and of kidney shape, to clear a tensile member or piston rod 1206.
  • the cam follower 1232 is of a design to permit continuous and variable loading including under high loads. As pressure in the combustion chamber increases, it is transferred to the fluid via the orificel602 and passage 1611, and from the fluid to a combined camshaft / crankshaft 1233.
  • the loads on the crank during high working chamber pressures are in the direction 1234 if the crank link is principally loaded in tension, which can be partially offset by the loads transferred to the crank / cam in the direction 1235 by the fluid, thus reducing maximum crank bearing loads.
  • the cam depresses the plunger to effect fluid delivery at 1617.
  • the cam and follower combination may be of variable timing and reciprocal action types disclosed elsewhere herein, to provide variable quantity and timing of fuel delivery.
  • Similar cam-activated plunger systems may be used to provide lubricating fluid to either engine components, or to systems linked to the engine, such as transmissions, fluid pumps, compressors, etc.
  • Figures 85 and 86 are schematic; as in all of the Figures herein, none of the features are drawn at any particular scale to one another.
  • portions of the cylinder assembly comprise substantially identical components arranged in mirror image about each other, and optionally arranged about a port located between them
  • the cylinder assembly is built about a piston or piston / rod assembly already in final position.
  • Figures 87 and 88 show schematically, in longitudinal section and cross-section taken at "A" respectively, a piston 1243 reciprocating in a "twin cup” 1244 cylinder assembly, each "cup” having an integral half-cylinder and head configuration.
  • a clearance space 1245 when located at area "A” is shown enlarged in Figure 89, when the piston has returned to TDC.
  • the piston has stiffening flanges 1252.
  • the clearance space 1245 is discontinuous, ie not annular, although optionally it may be so.
  • a pressure wave during fluid supply causes fuel supplied via passage 1246a to be forced through wick or porous or permeable materiall246, via tensile member depression or passage 1247, into an optional pre-combustion chamber 1248 and thence to clearance space 1245.
  • the latter is actually an expansion of the general clearance space, indicated at 1245a in Figure 89.
  • Several such clearance spaces with optional associated pre-combustion spaces, depressions or passages may deployed around the circumference of the head. Fluid can be delivered to these discontinuous clearance spaces by any means.
  • the fluid delivered via wick or other materials 1246 can be used to provide some degree of lubrication between the rod portion of piston 1243 and "cup" 1244.
  • the two "cup” halves 1244 of the cylinder assembly have their joint about the exhaust ports 1249, where working chamber pressures are low, and are in this embodiment interlocked as shown at 1244a to provide accurate location.
  • the "cups” do not interlock, but are located by any convenient means, including separate components or keys.
  • suited to two-stroke IC engine applications where the piston reciprocates more or less horizontally - in other embodiments it reciprocates at any angle to the horizontal plane - charge purification can be provided by residual exhaust gas bleed off. In operation, after the piston has masked the exhaust port, these remaining exhaust gases in the compressing charge being hottest, will rise to the top of the volume and fill the specially provided depressions 1251.
  • the depressions communicate with the piston void 1253, in turn communicating with the exhaust port.
  • the reciprocating motion of the piston within the cylinder, or of the cylinder about the piston is used to regulate the delivery of fluid to the working chamber.
  • a volume or reservoir containing fluid only, or fluid partly contained by a movable weight, is incorporated in the moving component, in such a way that centripetal force and / or the deceleration of the fluid causes a pressure wave to build up in the volume, which communicates with passages and / or weep holes or orifices opening onto the working chamber.
  • Figure 90 shows schematically a portion of a working chamber 1002 with the piston / rod assembly 1206 reciprocating in direction 1634 in cylinder head 1004, just before top dead center, which position is shown dashed at 1645.
  • a fluid volume 1646 in the piston / rod assembly is supplied via passage 1647, communicating with wick or porous or permeable material holding a quantity of fluid 1648 supplied via passage 1606, in a manner similar to embodiments disclosed previously.
  • Optional fuel return passages are not shown.
  • a weight 1649 restrained by a spring 1603, there being an air pocket 1650 behind the weight, optionally communicating with working chamber by narrow passage 1651.
  • a shallow pre-combustion space is provided by the depression at 1652.
  • special "component-less" fuel delivery by pressure drop is used.
  • the fuel is superheated and / or is in the system under a given pressure, which can be variable and a function of combustion chamber pressure. At the moment fuel delivery is intended to commence, a local pressure drop in the combustion chamber is induced adjacent to a fuel delivery orifice, causing the fuel to issue forth.
  • a technique may be used to provide all the fuel requirement or only a partial requirement, for example that to initiate combustion in a pre-combustion zone. Regulation of quantity of fuel supplied can be by variable restriction of fuel supply passages.
  • Figure £1 shows schematically part of a piston / rod assembly 1606 reciprocating in direction 1634 in portion of cylinder head 1004, when it is at top / bottom dead center.
  • the rod portion of component 1206 has a depression of any configuration and volume at 1655, which is masked from the combustion volume early in the compression stroke.
  • the outline of component 1206 at the beginning of the compression stroke is shown dashed at 1656.
  • Near top dead center the depression aligns with a fine passage 1657 communicating with a relatively small pre-combustion area 1652 where, because pressure in 1655 is much less than in 1652, a sharp pressure drop is caused, so that fuel issues from fuel chamber 1658, supplied by passages 1606 and optional non-return valve 1621.
  • Optional fuel return passages are not shown.
  • the pressure in the chamber 1658 will previously have been equal to that in the combustion chamber due to the small open fuel delivery weep hole(s) 1653.
  • weep hole type systems there will usually be a volume - it could be a volume containing enough fuel for one combustion cycle under certain operating conditions - just behind the hole, which in turn communicates with the fuel supply.
  • a small electrical heater 1659 linked to electrical circuits at 1660 can be deployed in chamber 1658 to heat to the desired temperature the fuel delivered for each combustion cycle, with optional variable heat input to compensate for different engine speeds during start.
  • This system can be augmented by one or more induced conventional pressure waves in supply passage 1606, which will open the nonreturn valve 1621, to either refill the fuel chamber 1658, and / or to supply additional fuel during the fuel delivery period.
  • replaceable or removable combined fuel delivery / pre- combustion zone units cam be mounted in either the piston / rod component or in the cylinder assembly, including the head.
  • Figure 92 shows a combined unit 1665 screwed into a piston / rod or cylinder or head 1004, by means of drivers or keys in slots 1664. Threads 1663 are of roughly sinusoidal coss-section.
  • Fuel delivery reservoir or volume 1658 is supplied via fuel supply passages 1606, and heater 1659 is linked to terminals 1666 in the female opening 1667 in the head, connecting to electrical circuits 1668 in the head 1004.
  • An optional non-return valve is shown at 1621, and unit 1665 is seated on one or more washer(s) 1671, say of soft metal, to form a seal.
  • Optional fuel return passages are shown dashed at 1610.
  • the fuel can be delivered via one or more pressure waves in supply passage 1606, and can be sufficient for delivery to the optional pre-combustion zone 1652 in unit 1665, indicated by spray 1669, and / or sufficient for part or whole or remaining portion of the cycle, indicated by spray 1670.
  • Quantity of fuel delivered is governed by the strength and duration of the fuel delivery pressure wave(s).
  • the removable unit has been mounted from the combustion chamber 1002 side of the head, but it could equally well be mounted from the other side of the head, along the lines shown schematically in Figure 9. All the fuel delivery devices disclosed earner herein can be adapted to use removable type units as 1665 of Figure 92.
  • the unit has been shown to be attached by means of screw threads, but any alternative fastening or attachment means may be used for devices similar to and including unit 1665, including snap-ins using springs, adhesives, cover plates with screws or bolts, etc.
  • one or more labyrinth seals can be provided in the piston / rod assembly and / or the cylinder assembly, to reduce gas blow- by in any location.
  • schematic Figure 93 shows portion of a piston 1243 is traveling in direction of arrow during compression in part of a cylinder assembly 1244, wherein depressions 1254 are located in the piston / rod 1243.
  • corresponding spaced depressions or grooves 1255 are provided in the cylinder assembly 1244 wall. If disposed uppermost in IC engines, they will tend to be filled with inert exhaust gas rather than usable charge.
  • the depressions may be singular or plural; continuous or discontinuous; be of any form, depth or extent; be linear or curvilinear; and run in any direction relative to axis of reciprocation. In a selected embodiment they are continuous and annular. Although here the depressions or grooves are shown in both the piston and the cylinder wall, they may be in only one component.
  • the slack is taken up in the bearing(s), permitting the tensile member to be rigid. If movement in the bearing can be restricted to one dimension, and if the slack-accommodating bearing is such as to always permit transfer of load, then the tensile member may be designed to also function in compression. In twin crank engines, if the link can transfer both tensile and compressible loads, then two links may share the work of each expansion, reducing the total load carried by a single link, as well by each bearing and by a crank throw at any one time, so permitting lighter construction throughout.
  • FIGS 94 and 95 show in schematic cross-section two versions of a "stretched circle" bearing which permits take up of slack, where a link 1282 capable of being loaded in both tension and compression is integrally attached to a non-circular outer bearing shell 1283. A part outline of a crank disc is indicated schematically at 1295.
  • a compressible substance 1285 Between outer shell and inner bearing 1284 shell is a compressible substance 1285, with Figure 94 showing an intermediate shell 1286 to contain the compressible substance.
  • the intermediate shell may be free to revolve or may be located relative to outer shell by guides, shown schematically at 1287. Any kind of compressible material may be enclosed at 1285, including elastic ceramic fiber assemblies, polymers, springs, etc.
  • fluids are used, preferably gases. When the link is loaded in direction 1289, the gap between shells at "a" will tend to reduce. If an aperture is provided at 1290 and clearance space at 1291 is minimized, then fluid under pressure will be forced through the gap into main bearing clearance space 1292, providing bearing support. In the case of gas bearings, pressure can be made proportional to load by such means.
  • Compressible component 1285 can be of any material, and can be a solid, a liquid, a gas, or a combination of any of these.
  • the range of possible movement of shell 1284 is shown dashed at 1294.
  • a phased pressure relief is provided to assist rapid shell movement.
  • crank web disc 1295 is provided with apertures 1296 linked by passage 1297 so that as the disc turns in direction 1298, the relative angle to link 1282 changes to permit both the apertures to simultaneously communicate with volume 1288, permitting rapid fluid transfer from one side of the volume to the other.
  • the relative angle of 1282 changes to mask one of the apertures, and so shut off transfer of gas via the passageway.
  • Figure 96 shows the layout of the variable radii of the interior surface of an outer gas bearing shell, provided with fluid, optionally under pressure, via apertures 1299, so as to permit progressively larger clearance gaps at the perimeter of contact area, as the inner bearing shell 1300 approaches the midpoint of its relative movement range.
  • the pressure in the gas bearings may be made directly proportional to the pressure in the combustion chamber (and therefore also partly proportional to the loads on the link) by means of small passages 1301 communicating with the chamber, providing gas access to the highly loaded bearing areas via apertures and / or optional non-return valves 1302, either on both sides of the volume, as in Figure 94, or on one side only, as in Figure 95.
  • the passage from the combustion chamber may be interrupted by a filter or one-way valve mechanism shown schematically at 1303. A one-way pressure relief valve as part of the mechanism of 1303 would permit only high pressure gases to pass in direction 1304, permitting gas bearing pressure to be higher than the combustion chamber pressure during portion of the cycle.
  • a link has anywhere, but optionally at at least one of its ends, a spring linkage to a bearing, using one or more of any kind of spring, including metal coil springs.
  • Figure 500 shows schematically a bearing which can be deployed anywhere in the linkage, most obviously to replace a conventional big-end and /or small-end bearing.
  • An outer bearing shelll4 has affixed to it by any means, including welds 16, a special bracket of any kind, here in the shape of a horse-shoe with a closed end 15.
  • crank and piston / rod assembly 17 having a threaded end includes a collar 18 fixed to the end by any means, such as welds 16, has one spring 19 placed over it, is pushed through a hole in the bracket 15, then has another spring 19 and a washer 20 placed over it, with all set in place by twin locking nuts 21 , the whole permitting movement of link relative to bracket in direction 22.
  • a device similar to a shock absorber can be used. If the fluid pumping losses can be tolerated, a modified shock absorber can itself be used.
  • outer tube 23 is attached to an outer bearing shell 14 by any means including welds 16, and closed-ended inner tube 24 is similarly attached to another outer bearing shell 14.
  • a spring is placed at 19, loadable either in compression or tension, and optionally fixedly attached to its bearing surfaces by any of the many convenient means known today.
  • Any configuration of springing can be used, including those suited to the different conditions described in Figure 499.
  • the embodiment of Figure 500 is suited to the arrangement of Figure 499C, but it can be adapted, by removing springs on either side of the bracket and / or by varying spring rates, to any of the arrangements of Figure 499, and the link can be used as both a principally compressive member and as a principally tensile member.
  • the embodiment of Figure 501 can, if the spring is fixed to its bearing surfaces, be adapted to any of the arrangements of Figure 499. and the link can be used as both a principally compressive member and as a principally tensile member.
  • exhaust gas at high temperature and pressure it may be desirable to use exhaust gas at high temperature and pressure to power a turbine, and to have a requirement for exhaust pressures to be low to facilitate two stroke combustion chamber scavenging, which is made easier because there is only a fraction of total exhaust gas for the incoming charge to displace.
  • at least two separate exhaust processing volumes are incorporated in an engine, each having exhaust at different temperatures and pressures.
  • a substantial quantity of exhaust leaves a combustion chamber at high temperature and pressure substantially before the intake valve opens, with the remaining lesser quantity of exhaust gas at lower temperature and pressure then displaced by the incoming charge air.
  • the gases are optionally re-mixed to be processed, treated and / or to supply a turbine intake at an average of the earlier two temperatures and pressures.
  • the reciprocating stage of a compound reciprocating / turbine IC engine may deliver exhaust gas to two or more turbine stages.
  • exhaust gases from the different exhaust gas volumes of a reciprocating engine stage may go to any combination of engine stages for purpose of extracting work from exhaust gas heat energy.(a process generally known as compounding or adding a bottoming cycle).
  • One or more such stages could include a Stirling engine, a steam engine, a device for deriving electrical energy from a hot gas, multiple turbine stages at differing temperatures and pressures, or any combination of these.
  • Figure 97 shows schematically a cross-section of a five cylinder engine with a high pressure, high temperature exhaust volume at 1308 with exit at 1309, surrounded by a low pressure, low temperature volume at 1310 with twin exits at 1311. Any convenient arrangement for segregated exhaust volumes may be employed, including for single cylinder and other multiple-cylinder engines.
  • Figure 98 shows a schematic layout of a compound system with a reciprocating engine 1312 having ambient air intake 1313, high pressure exhaust 1314 and low pressure exhaust 1315.
  • High pressure exhaust is conducted to a high performance turbine 1316 to exit at 1317, at a pressure approximately matching that of low pressure exhaust 1315 with which it is mixed, and be conducted through low temperature turbine or other energy recovery device 1318, such as a steam or Stirling engine, to emerge at 1319 as close to ambient pressure as possible.
  • the first turbine 1316 might be linked by shaft 1320 to the second turbine or other device 1318, which may be a turbo- charger supplying compressed charge via optional duct 1313a for engine 1312.
  • the turbine might be mechanically linked at 1320a to engine 1312, and / or second engine 1318 may include a regenerator system to transfer heat energy at 1313a to engine 1312 air intake.
  • Figure 99 shows a cross-section of a portion of the schematic engine of Figure 97, where high pressure exhaust ports 1321, closed by pressure activated non-return valves 1322, communicate with high temperature and pressure exhaust reservoir 1323.
  • the piston 1323 A when close to BDC / TDC unmasks ports 1324, communicating with low temperature and pressure exhaust reservoir 1325.
  • Thermally insulating structure 1328 encloses both volumes 1323 and 1325.
  • Figure 100 which is a longitudinal section
  • Figure 101 which is a cross section through the cylinder taken at "A”
  • Figure 102 which shows one valve 1326.
  • Two substantially identical "cup” like components 1224 are arranged in mirror image relative to each other, separated by a third component 1224a, with a reciprocating piston / rod assembly 1323a, ring valves 1201, and incorporating two separate and substantially circumferential exhaust processing volumes 1323 and 1325.
  • the high pressure volume 1323 has four shaped snap-in non-return spring loaded valves 1326.
  • the gases are at sufficiently high pressure to open the non-return valves 1326.
  • the piston exposes the low pressure exhaust volume 1325 via the central port 1324, the pressure in the chamber drops sufficiently to cause the spring loaded valves 1326 to close.
  • On the compression stroke pressures will be much lower and insufficient to re-open the valves.
  • the modules are assembled via tensile fasteners 1327, which also attach a partly evacuated thermally insulating cover 1328, separated from structural elements by trapped air space 1329.
  • An intermediate thermally insulating partition is shown at 1328a.
  • Multiple cylinder modules are attached to each other via tensile fasteners 1330, with crank cover 1331 attached last at 1332.
  • a similar construction, including tensile fasteners 1327, is shown also in Figures 87 and 88.
  • Figures 103 and 104 show, by way of example, cross-sections through such working chambers, looking toward the cylinder head. If multiple fluid delivery points 2001 are provided in each toroid 2002, then the toroid may be considered a series of abutting and synchronously operative working chambers 2003, with notional boundaries say at 2004. It can be seen that, taking this approach, the total working chamber can be made virtually as large as desired in a single cylinder application, especially as a feature of the engines of the invention is the drastic reduction of reciprocating masses as a design constraint.
  • the components can be virtually of any size.
  • R represents the radius of the cylindrical working volume of the conventional engine; “Rl” and “R2" the inner and outer radii of the toroidal working chambers. It is assumed that the chambers of Figures 105B, 105C and 105D are the valveless configurations disclosed elsewhere herein. All the chambers are assumed to have 16:1 geometric compression ratio. In this document, compression ratio is sometimes abbreviated as CR. Table 1: VARIATION of PARAMETERS with COMBUSTION CHAMBER GEOMETRY
  • Piston Speed (Ave) at 100 rps Units ps 800 800 800 800
  • the piston surface area has been excluded, because in conventional engines heat loss, and therefore reduction of efficiency, is primarily through cooled surfaces, the engine block and the cylinder head. In the engines of the invention, there is negligible heat transfer, and therefore heat loss, through the piston. It can be seen that, in comparison with conventional working chambers of equivalent swept volume, in working chambers of toroidal configuration three important design constraints are reduced, in relation to unit volume: stroke and therefore piston speed, surface area and therefore heat loss through traditional cooled surfaces, and seal lineage and therefore blow-by loss. The advantages of the toroidal working chamber over the conventional cylindrical working chamber would also apply to cooled engines, pumps and compressors.
  • FIG. 106 shows schematically such an arrangement, wherein the integral reciprocating piston / rod assembly 2006 moves inside cylindrical housing 2005, shown here with toroidal working chamber 2011 at maximum expansion and toroidal working chamber 2012 at maximum compression, with the piston at top / bottom dead center.
  • the piston rods 2006a are hollow, containing inlet or exhaust conduits 2008, one of which is shown communicating via exposed ports 2009 with the combustion chamber 2011 and, via exposed ports 2010, with circumferential gas handling volume 2013. It is clear that, in this example of a two-stroke device, a fluid flow is induced diagonally across the section of the toroidal chamber. The flow might be in either direction.
  • the exhaust and inlet "ends" of the working chamber are also interchangeable.
  • Figure 107 shows how inner ports 2009 all communicate with one end 2014 of the reciprocating assembly 2006.
  • Figure 108 shows how the inner ports 2009 for both toroidal working chambers 2011, 2012 are served from both ends of, and are linked by, a central passage 2020.
  • Figure 109 shows how the reciprocating piston / rod assembly 2006 can act as a conduit for both inlet and exhaust fluids by, for example, the use of a transfer port at 2015.
  • the ports 2009 communicate with a tubular shaped processing volume 2017, which is separated from the other cylindrically shaped fluid processing volume 2018, which in turn communicates with the transfer ports 2015 by means of openings 2019 and enclosed passages 2016, here shown shaped or tapered for noise reduction purposes.
  • multiple varied diameter toroidal working chambers are simultaneously in compression and subsequently expansion. Examples are shown schematically in Figures 110 and 111, wherein only half of complete piston and cylinder assemblies are shown.
  • Each of the toroidal combustion chambers 2021, 2022, 2023 has the same cross section, but have different diameters.
  • Dimension "b” represents stroke plus clearance space, while dimension “a” represents half the toroidal chamber external radius minus the internal radius.
  • the stepped configurations of the two components also make it easier to design bearing surfaces of the required rigidity.
  • the arrangement shown in Figure 110 permits the two ports 2009 and 2009a to be matched up to each other about midpoint of piston travel, for a relatively brief period (since the piston is traveling at maximum speed) relative to porting time at bottom dead center. This might be for the purpose of providing extra air to an IC engine exhaust, or to cool it.
  • Figure 111 shows an arrangement where there is no such overlap or port to port alignment.
  • FIGS 110 and 111 are schematic and show only those working chambers on one "side" of a piston powered by or powering working chambers at each end, that is those chambers that are synchronously all at top or bottom dead center. It is obvious from previous disclosures that additional working chamber(s) may be incorporated on the other "side” of the piston.
  • Such varying diameter coaxial toroidal working chambers permit the incorporation of IC engine charge processing and other systems within overall engine dimensions, as shown diagrammatically in Figure 111, where 2024 and 2025 are coaxial ancillary systems.
  • Such systems might comprise a supercharger, blower, or impeller, turbo-charger, starter, generator, turbine or other linked engine system.
  • the volumes shown at 2024, 2025 might be occupied by systems not directly part of the engine, such as a liquid or gas pump, rocket motor, exhaust processing volume, electric generator and / or starter motor.
  • the fixed and moving components can be transposed.
  • component 2006 could be fixed and component 2005 moving.
  • Such an application might be for a liquid pumping device mounted coaxially with or on the pipe carrying the liquid. All the diagrams of this section have been simplified, with any fuel delivery, lubrication systems, etc, not shown.
  • a reciprocating element can be mounted about a crankshaft using a device known as a scotch yoke.
  • a device known as a scotch yoke An example is shown schematically in plan section Figure 112 and elevational section Figure 113, wherein conventional crankshaft 3001 revolving about axis 3002 passes through an elongate slot 3003 in a piston / rod / yoke element or assembly 3004, reciprocating in direction 3013 and enclosed in a rigidly interconnected housing system or assembly 3007, to define opposed working chambers 3005 and 3006.
  • the inside surfaces 3008 of slot 3003 push on crank-pin 3009 having axis 3003a, to rotate the crankshaft 3001.
  • Figure 114 shows schematically a detail of a bearing 3010 mounted on the crank-pin 3009, alternately bearing on surfaces 3008. Any convenient type of bearing may be used; here a roller bearing is shown.
  • the internal width of slot 3003 should be slightly wider than crank-pin or bearing 3010 diameter, providing a clearance gap 3010a on one side of the pin or bearing at any one time.
  • elastomeric or compressible elements can be introduced between the reciprocating element and the crank- pin, as shown schematically at 3012, where it is mounted between bearing 3010 and crank-pin 3009.
  • an elongate bearing sleeve 3011 may be mounted within the reciprocating assembly 3004 to define slot 3003, and separated from it slot by elastomeric material 3012.
  • a contact shell may be mounted over a roller or other bearing and separated from it by elastomeric material, which is sandwiched between the outer surface of the bearing and the circular shell making contact with slot 3003.
  • Figure 121 A similar arrangement is shown in Figure 121. In some applications, it would be practical to have only one set of sleeve or shell and elastomeric material.
  • a scotch yoke / crankshaft assembly may be driven by one or more pairs of working chambers mounted either on one side of or on each side of it, as shown by way of example in schematic Figure 115.
  • the central scotch yoke mechanism is as described for Figures 112 through 114.
  • On the right side of Figure 115 are working chamber 3005 of toroidal form, and working chamber 3006 of cylindrical form.
  • both working chambers 3005a and 3006a are of toroidal form, since the piston / rod / yoke assembly 3004 has been extended through the housing or cylinder assembly 3007 at "A", to drive some other mechanism or engine.
  • a device for converting reciprocating motion to rotational motion can be mounted at or outboard of "A". If the reciprocating yoke assembly is substantially as strong in compression as in tension, then working chambers can be mounted only one side of it, in similar fashion to the embodiment of Figure 122.
  • the single reciprocating element / multiple working chamber modules of Figures 112 through 115 can be multiplied and / or combined with other elements in any way. Selected embodiments are illustrated schematically by way of example in Figures 116, 117 and 118.
  • modules 3028 may be miked by shafts 3028a, with the modules either oriented in the same plane as in schematic Figure 116, or in two planes at right angles to one another as in schematic Figure 117, or in multiple planes in no regular angular relationship to one another, as in schematic Figure 118.
  • An external shaft assembly 3029 drives a component or mechanism of any kind, and may communicate with transmissions 3031, wheels 3032, propellers 3033, or other systems not shown, such as electrical generators and / or motors, pumps, compressors, etc., or with second engines 3034.
  • each of the shafts may operate at different speeds relative to one another and to the scotch yokes / crankshafts, by means including conventional gearing and /or by means of the devices disclosed in Figures 119, 120, or by any other means.
  • a reciprocating element pushes at least two coaxial but discrete crankshafts turning in directions opposite to one another.
  • a major objective is to better balance loads.
  • Sectional plan Figure 119 and sectional elevation Figure 120 show schematically an embodiment having two separate crankshafts 3014 contra-rotating on common axis 3014a, each with a crank disc or wheel shaped crank-throw 3015 having a projecting crank-pin 3016.
  • the crank-pins are positioned in a single elongate slot 3003 in piston / rod / yoke assembly 3004 reciprocating in direction 3013 in an integral housing or cylinder assembly 3007, to define two working chambers 3005 and 3006.
  • Each shaft is mounted in a bearing 3017 in turn mounted in the integral housing system or assembly 3007, and is further restrained by optional thrust bearing 3017a.
  • bearings 3017 the crank-throw wheels' circumferences 3018 are restrained by the common idler bearings 3019.
  • Optional variable two-speed drive is by separately engagable bevel gears 3020, each gear when engaged meshing with concentric toothed rings 3023 integral with crank-throw wheels, so that each crank-throw wheel drives an opposite side of a single bevel at one time.
  • One bevel is mounted on shaft 3021 , the second on shaft 3021a, the two shafts being slidably mounted on one another. They may be rotationally linked by splines 3022.
  • the work of the chambers may be transmitted by one or both of the crankshafts, with at least one gear serving only to link the shafts.
  • a simple two-speed system is illustrated, but it would be obvious to design more elaborate systems having three or more drive shaft speeds.
  • the Figures are schematic and not to scale; any convenient sizes may be selected for both the crank-throws and the bevels, and they may have any desired number of teeth to give any convenient variation in drive ratios.
  • the construction of Figures 119 and 120 may used to provide a fixed ratio final drive, wherein the crank-throw has one set of teeth to mesh with only one bevel.
  • the bevel may optionally be dis-engagable to provide some form of clutch, which may include synchromesh type gearing.
  • some form of clutch which may include synchromesh type gearing.
  • the difference in radii of the teeth rings 3023 will determine the mechanism's gearing step.
  • the radius of the outer teeth ring can be increased by making the crank disc larger, as shown dashed at 3018a in the upper left portion of Figure 120, and any bearing rollers moved further apart, as indicated at 3019a.
  • Crankshafts and crank discs may be of unequal size to absorb unequal loadings.
  • any kind of gearing or other mechanical drive may link the crankshafts.
  • the crankshafts need not be mechanically linked, especially if each shaft is connected to systems of approximately equal loading.
  • the crank-pin may be constructed in any convenient manner.
  • detail Figure 121 shows a pin assembly comprising the crank-pin itself 3016 (which is attached to the crank wheel), on which is mounted a roller or other bearing 3010, over which is a compressible cylinder 3012 of any convenient material, which is encased in a bearing shell 3011.
  • a part outline of the face of the elongate slot is shown dashed at 3008.
  • the compressible material 3012 here and in Figure 114 will tend to absorb the shock of rapid change of direction of reciprocation.
  • FIG. 120 Also shown in Figure 120 is an optional second system of shafts and bevels 3024 which may be driven by an exhaust gas powered engine or turbine system 3025, putting work into the crank-throw wheels which is in turn taken out by the drive shafts 3021 , or by one or both of crankshafts 3014.
  • the working chambers are combustion chambers and are surrounded by substantially toroidal exhaust gas volumes 3026 which communicate with engine system 3025, such as a Stirling, turbine or steam engine, via passages indicated schematically at 3027, with work from system 3025 being transferred to main cranks via path 3027a to bevel gearing 3024.
  • engine system 3025 such as a Stirling, turbine or steam engine
  • bevel gear 3020 Obviously drive can be taken out of or put into the main engine via the system Unking the twin crankshafts, here at least one bevel gear 3020.
  • Bearing systems 3017, 3017a, 3019 and 3019a are shown by way of example - in individual applications some may not be necessary.
  • the contra-rotating cranks may be linked by several fixed or optionally engagable devices to separate machines, such as generator, pump, etc.
  • bevel gear system 3024 may also be part of a drive chain to a gas compressor or electric generator or from a starter motor. Such a starter motor unit may also function as an electrical generator capable of converting all the work of the engine to electrical energy.
  • crank wheels or contra-rotating crank wheels may be used to transmit power to or from working chambers mounted on only one side of the crank wheel(s).
  • the yoke related features of Figures 112 and 113 are combined with the working chambers 3005a and 3006a of Figure 115, mounted in a rigid enclosure 3007.
  • any suitable features of this disclosure may be embodied in any engines, compressors or pumps having scotch yokes, including the internal volumes in the piston / rod assembly, one or more ring valves in the heads of the working chambers, the cross-flow porting of Figures 106, 153 and 169, the constructions of Figures .170 through 184. etc.
  • additional simplification is achieved by eliminating the crankshaft and the fixed or variable length link altogether, instead imparting "spin” or rotation to the reciprocating piston / rod assembly, which then becomes the "crankshaft", actually the drive shaft.
  • the spin is achieved by the incorporation of guides, ramps, cams, etc.
  • an engine may drive another mechanism such as a pump, and the guide system could be located on the pump at the side away from the engine.
  • one of multiple guide or cam systems is operable at any one time, with another operable at another time, or / and or the guide systems are interchangeable.
  • the guide or cam systems can be removable and be interchangeable in some applications, and that in other applications there should be two or more guide or cam systems incorporated with one engine, each one of which can be exclusively and selectively engaged, so that such an engine, together with its guide or cam system, will also function as a variable speed transmission.
  • the cam system may be incorporated in the combustion chamber(s).
  • a toroidal chamber may have part of a surface of sine wave type section.
  • the cam system can comprise a series of separate but communicating combustion chambers together forming a roughly sinusoidal toroid.
  • the cam system which, in many applications must at least partly comprise two surfaces which directly or indirectly bear on each other at some time (direct contact bearing is not necessary if an air bearing system is used), can also be used to fulfill some other function such as pump or compressor, either to process inlet and / or exhaust gases of the engine, or some other fluid such as oil, water, air, etc.
  • the engine of the invention comprises two principal components, the piston / rod and the cylinder assembly. In the embodiments described earlier, either one is fixed and the other moves.
  • one component will simultaneously rotate and reciprocate in relation to the other.
  • the cylinder assembly is mounted to revolve in a housing, then two independently rotating shafts may deliver power from a single engine.
  • Such an engine could simultaneously function as a differential and be used to power a vehicle, or contra-rotating aircraft or marine drives such as propellers, screws, impellers, etc.
  • Figure 123 illustrates the fundamental principles of one such cam system.
  • a circumferential sine shaped trench 2049 surrounds the midpoint of a piston / rod assembly 2050, mounted in a cylinder assembly 2052 to define two working chambers 2011 and 2012.
  • a guide 2051 fixed to the cylinder assembly 2052, in such a way that all reciprocating motion is partially converted to rotational motion.
  • Dimension "a" indicates the broad location of the circumferential band in which the cam system operates.
  • the cam and trench system is a face system, in which the faces are aligned toward directions 2053.
  • sine shaped it is for convenience; in fact the shape may be of any zig-zag or repeating type of configuration.
  • Figure 124 shows the profile of a device such as IC engine, compressor or pump, optionally of the type disclosed in Figures 110 and 111, which has three cam systems, each with its dedicated guide, operating within bands "a", "b", and "c".
  • the cam profile for one reciprocal cycle may be identical for each band, but a different number of profiles or cycles are deployed in series within each circumferential band.
  • the bands my have varying cam profiles and also varying guide configurations.
  • the systems described each have a female and a male element, corresponding to trench 2049 and guide 2051 in Figure 123. In the three cam systems of Figure 124.
  • the male elements are wholly or partly retractable, and only those of one band are engaged at any one time. Because loads are alternately transferred from one face to the other, the trench profile need not correspond exactly to the travel path of the piston relative to the housing. As one cam system is disengaged and another engaged, the ratio of rotation relative to reciprocation changes, effectively making the device schematically shown in Figure 124 a three-speed variable transmission.
  • the trench may have a clear path 2055, as shown in Figure 123, where a small guide will permit piston rotation without reciprocation, and / or a path 2056 which will permit piston reciprocation without rotation.
  • Figure 123 is schematic only and not drawn to scale (the pitch of reciprocal motion permitted by the trench and guide does not correspond to the stroke of working chamber 2011); it serves merely to illustrate the principles described.
  • Figure 125 shows schematically by way of example a guide of varying size, which may be wholly or partly retractable. It consists of a series of sliding tubes 2057 biased to a retracted position in a housing 2058, and where some hydraulic or other action projects each tube sequentially, those of smallest diameter before those of larger, with retraction effected in reverse sequence.
  • a wick or porous material or other lubrication device may be installed at 2058a, with small capillary holes 2057a permitting lubricant creep to the individual tubes.
  • Figure 124 shows a schematic cross-section through a piston 2059 in a cylinder 2062, having axis of rotation at 2060. Two rollers 2061 are fixedly mounted to cylinder 2062 and rotate about axes 2063 when engaged in trench or channel 2064.
  • Figure 127 shows schematically a portion of a cam system comprising corresponding circumferential sinusoidal faces as part of a band-like trench (corresponding to. the boxed portion 2054 in Figure 123 when repeated approximately twice, but showing a different cam system).
  • the male element or guide 2065 is continuous and has sine wave shaped faces 2066. Axis of rotation is shown at 2067. Trench working faces are shown at 2067a, with system shown solid line in one top / bottom dead center position and dashed line in the other top / bottom dead center position. Kinetic energy will drive the system across bridge at "a".
  • Such cam systems can be part of a pair of toroidal working chambers, and be used in pumps, compressors and IC engines.
  • the cam system could also define at least one toroidal combustion chamber.
  • two toroidal combustion chambers could be incorporated, with volume 2012 in compression, 2011 in expansion. Such combustion chambers are described more fully later.
  • the design of the interior of the piston / rod and the layout of the ports can be used to spin, slew or swirl the charge into the chamber, if charge movement during ignition and / or combustion is desired.
  • the engine may alternatively be coupled to an electrical generator.
  • a generator may also function as a motor, to start the engine. If the electric generator / motor is linear, ie reciprocating, then the engine's piston need not rotate.
  • the electrical generator / motor is rotary, optionally powered by a piston that both reciprocates and rotates.
  • the rotary generator / motor may be so coupled and geared to the piston, that it rotates at a much faster speed that the piston.
  • FIG. 128 shows in cross-section and Figure 129 in elevation a schematic of vehicle-type co-axial nested male 3304 and female 3305 drive shafts capable of reciprocating relative to each other, wherein rotational motion is transmitted via splines 3301 slidably mounted in corresponding grooves 3302.
  • Direction of reciprocal motion is indicated at 3303.
  • gears may be employed, as shown schematically by way of example in plan view Figure 130.
  • the relationship between the gears is shown at one extreme of reciprocation; the relationship at the other extreme is shown dashed at 466.
  • the teeth on the first gear are sufficiently long to always engage with those of the second gear.
  • the first gear 464 may drive any number of other gears.
  • FIG 131 shows in cross-section and Figure 132 in elevation a schematic of a coupling between an end portion of a piston / rod assembly 2078 and flanges 2079 mounted on a final drive shaft 2079a.
  • Components 2078 and 2079a reciprocate relative to each other, and both rotate clockwise.
  • Roller bearing races 2081 link planes 2082 inside the piston rod and on the shaft 2083.
  • the connection between the two systems could be anywhere, including inside the piston segment of a piston / rod assembly.
  • Component 2078 need not be part of piston / rod; instead it could be mechanically linked to it.
  • FIG. 133 a modified arrangement is shown in section in Figure 133, corresponding to Figure 131.
  • driving component 2078 reciprocates relative to driven component 2079a and both rotate.
  • Each flange 2079 has two opposed effective working surfaces, each in contact with two separate series of rollers 2081a and 2081b.
  • they are of unequal size because primary rotation is anti-clockwise, with only occasional rotation clockwise, and flange surfaces only indirectly support the rollers, which run on hard plates 2151 bonded or otherwise fastened to inter-layers of compressible material 2152, in turn bonded or otherwise fastened to flange surfaces.
  • optional thrust bearing may be used, as shown schematically at 2153, which locate in a "Y" or "U” shaped tip 2079b to each flange.
  • a similar bearing plate may optionally be mounted on compressible material at flange tips as shown at "A".
  • the ends of the metal plates could toe down towards the flange as shown schematically at 2154, to make it easier to insert one component into the other during assembly.
  • the metal plates and compressible materials could be mounted on component 2078. All the components of the assembly can be of any convenient form, dimension or material. In Figures 131 to 133, four flanges are shown. In a further embodiment, suited to vehicle propeller shafts in selected applications, the hard plates 2151 and compressible material 5152 of Figure 133 are omitted, and the rollers 2081a and 1081b run directly on the flanges 2079. Alternatively, the principles of the invention can be embodied with any number of flanges, equally spaced or otherwise, including just one flange, especially if the axes of rotation of components 2078 and 2079a are properly aligned.
  • combined motion is converted to rotary motion by means of a bellows type of device, which has rotational stiffness and axial flexibility.
  • a bellows device could be of any suitable material, including a spring steel, plastic, ceramic, etc.
  • the bellows device could be one of two broad groups, the closed or sealed type which has an internal variable volume and which might fulfill the additional function of pump or compressor, or the open type, which could be considered a series of hinge pairs linked end to end. In many cases energy will be required to deform the bellows.
  • the bellows systems are so deployed that they are in their natural or unloaded position when the piston is in the mid-point of its travel, that bellows deformation and energy absorption occurs as the piston travel to top / bottom dead center, with stored energy again given up to the piston / rod assembly as it moves toward its mid-point.
  • the energy absorption capability and progression designed into a bellows unit can be used to effect or regulate numerous engine parameters, including variable compression ratio, engine speed, piston acceleration and deceleration, piston breakaway to geometric compression ratios beyond a irrinimumbase, etc.
  • Figure 134 shows schematically in axial cross-section and Figure 135 in longitudinal cross-section a discontinuous bellows system.
  • two different types of bellows are shown. Normally only one type would be employed in one system.
  • the bellows is effectively a series of rigid hinges, while at 2085 a similar structure defines sealed volumes 2089a enclosed by side subsidiary bellows 2085a, these varying volumes optionally being usable in an associated pump or compressor mechanism.
  • Figures 136 and 137 show a continuous bellows 2086 is shown, defining pumping volume 2087, having non-return valves 2088 permitting fluid movement between volume defined by final drive 2089 and volume defined by reciprocating and rotating piston rod 2090.
  • the mechanism converting combined motion to rotary motion includes an energy absorbing device of any type, including a fluid pump or compressor, a gas or mechanical spring, etc.
  • a coil spring is located between components 3304 and 3305 concentric with their axes of reciprocation, and is optionally fastened to both by any convenient means, as shown dashed at 3305a in Figure 129.
  • the energy absorbing system could be deployed so that it is neutral when the piston(s) locate at mid-point of travel and has absorbed most energy when the piston is at BDC / TDC, so that the release of stored energy will help accelerate the piston to mid-point of travel again.
  • the drive mechanism could simultaneously function as the main energy absorption device regulating movement of the piston.
  • any type of energy absorption device can be used, including the pumps and compressors as disclosed above, which may be used to compress engine charge, or to compress exhaust gas for use in a downstream turbine.
  • Energy storage devices may be incorporated in other embodiments, as indicated by dashed box 3305a in Figures 132, 135 and 137.
  • the energy storage devices, including bellows and hinged elements, disclosed herein can be used with any type of reciprocating component which is part of or linked to a piston, including a piston which is not rotating.
  • a piston / rod assembly reciprocates and rotates between two substantially identical toroidal working chambers of approximately sinusoidal wave-like form
  • a toroidal and roughly sinusoidal combustion chamber was schematically referred to.
  • the height of the flange (the dimension parallel to the axis of reciprocation) was shown constant.
  • the shape of the flange, and of the heads of the combustion chambers, was not properly sinusoidal; rather the profile approximated a series of straight lines at 90° to each other, linked by radius curves.
  • the reciprocating element has a projecting flange 3038 reciprocating in a depression 3038a in the cylinder, the side walls of this depression being the two surfaces 3037.
  • the flange is the reciprocating element's working part: it effects compression and transmits expansion forces.
  • the upper and lower surfaces 3039 of the flange are also shaped as in Figure 139, but arranged so that the thickness of the flange is approximately constant. Because the reciprocating motion is of constant dimension, so the height (distance from peak to valley) of the sine (or similarly shaped) wave will be constant, but the pitch (distance from peak to peak) of the wave will vary, from a maximum at the outer radius of the toroidal combustion chamber, to a minimum at the inner radius.
  • a point on the flange of Figure 141 will describe an approximately sine wave shaped path, this being possible by the creation of clearance space, thereby keeping surfaces 3037 sine wave shaped and making surfaces of the flange irregular. It is obvious that the same effect could have been achieved by doing the opposite - keeping the flange surfaces sine wave shaped and making surfaces 3037 irregular.
  • a point on the flange could describe a sine wave shaped path, with both the flange surfaces and surfaces 3037 irregular. In this context, irregular means not sine wave shaped.
  • An alternative approach to the "clearance" problem indicated schematically at area B in Figure 140 would be to separate surfaces 3037 from each other, while not increasing flange thickness and therefore separation of surfaces 3039. Such an arrangement is shown schematically in Figure 142.
  • the profile of the sine wave can be made irregular, but stretching the curvature in the regions indicated around "a" and "b". If the two combustion chambers on each side of a flange are to have a common port system (exhaust or inlet) then the flange will have to be thicker relative to the stroke than is shown in Figures 141 and 142.
  • a thickened flange is shown schematically in Figure 143, wherein the combustion chambers 3035, 3036 have similar surface shapes to those shown in Figure 141.
  • Figure 144 is a schematic section taken at "A" in Figure 143. at a smaller scale.
  • a common port system 3045 is located at the outer circumference of the toroidal combustion chambers, with another port system 3046 particular to one chamber located at the inner circumference of the toroid.
  • chamber 3035 can have an identical port system to 3046 (not shown).
  • ports 3045 can be on the inside, opening into the piston assembly, and ports 3046 on the outside, opening into the cylinder assembly. If the flange moves, then port(s) 3045 can be in the fixed components, and port(s) 3046 in the moving flange / piston component(s).
  • each zone can correspond to one cycle of the sine or other wave of the surface shapes.
  • the zones of one chamber could be regarded as a series of abutting synchronous combustion chambers, so elimination of surface contact during part of the cycle would permit equalization of gas pressures within the zones and greater mixing of gases. If such non-contact of surfaces is desired or for other reasons, the combustion process may be tuned by selective placement of the fuel delivery point(s) to guide the piston assembly on the desired path. For example, a selected embodiment is shown in Figure 142. wherein 3060 shows direction of rotation of component 3038 / 3004.
  • Alternative fuel delivery points are also shown in Figure 142 at 3048, where the direction of fuel movement is at a substantial angle, in at least one plane, to the axis of rotation.
  • All the fuel delivery points in this and the following Figure each comprise a pre-combustion zone communicating with a fuel delivery capillary tube, but any appropriate fuel delivery arrangement may be used, including those disclosed elsewhere herein.
  • gas expansion in the main chamber is omni-directional, but in practice the arrangement of 3048 will impart somewhat more rotational movement to component 3038 / 3004 than the arrangement of 3047, for otherwise equal combustion parameters.
  • Figures 142 and 143 shows component 3038 / 3004 with fuel delivery at two locations per combustion zone. Sequential or differential delivery of fuel in the two locations can be used to regulate the natural movement of 3038. Any number of fuel delivery points and / or pre- combustion zones per zone may be used, and they can be deployed in any convenient location.
  • Figure 143 shows a pre-combustion chamber 3049 having a single opening to the main chamber near the mid-point of the sine or other wave, while 3050 shows a similarly located pre-combustion chamber with two openings into the chamber, one larger than the other, and so shaped to give fuel delivery both parallel and angled to the axis of rotation.
  • 3051 shows a similar double-opening pre- combustion zone with only angled fuel delivery, located at or near the apex of the wave.
  • 3052 and 3053 show single opening chambers at or near the wave apex, with fuel delivery respectively angled to and parallel to the axis of rotation. Any type and combination of fuel delivery locations and directions can be provided in one combustion zone, not necessarily in every zone of one combustion chamber. In these schematic illustrations, the actual fuel delivery mechanism is not shown. Any system of fuel delivery can be used, including conventional injectors.
  • the fuel delivery points are shown located in reciprocating component 3038 / 3004, but fuel delivery points can additionally or alternatively be in the cylinder assembly 3007.
  • the fuel delivery points and / or pre-combustion zones may be in the piston / rod assembly, or in the cylinder assembly. They may in the component that moves, or the component that is fixed, relative to the reciprocation of the other.
  • the cylinder assembly 3007 has been described as fixed. As mentioned earlier, in other embodiments the cylinder assembly is mounted on bearings inside another housing or enclosure, and is free to rotate without reciprocating.
  • Figure 145 illustrates in outline such an arrangement, the indicated rectangles bisected by diagonals representing bearings.
  • a twin toroidal combustion chamber system is represented schematically at 3059, optionally similar to that of Figure 138. Either because the chambers are sinusoidal and / or because there is a guide system as shown schematically at 3058a, the combustion process causes piston-type component 3004 to both reciprocate and rotate clockwise at a given speed, relative to cylinder-type component 3056.
  • Component 3004 is linked by splines 3053 or other appropriate mechanisms to components 3054 and 3055, which are so mounted that they are free to rotate but not reciprocate. They will turn in the same direction - here clockwise - and speed as component 3004.
  • the cylinder component 3056 is mounted in a fixed housing 3057 so that it is free to rotate but not reciprocate. In practice, if the resistances are balanced, as components 3004 plus 3054 and 3055 turn at, say, 2 000 rpm relative to component 3056, they will also be turning at around 1 000 rpm clockwise relative to housing 3057, while component 3056 will be turning at around the same speed counter-clockwise relative to the housing 3057.
  • 3054 and 3056 are effectively counter-rotating shafts and A and B can be used as power take-off points or areas, using gears, friction materials, or any other appropriate means.
  • Such an assembly is suitable, for example, in applications such as marine- or air-craft having contra-rotating screws or propellers.
  • the speeds of the shafts can be varied relative to housing 3057, but not necessarily relative to each other, by imposition of a resistance indicated schematically by brake pad 3058.
  • component 3055 could be used as a link to another engine system, such as a turbo-charger, starter motor or electrical generator.
  • An advantage of the kind of layout illustrated by Figure 145 is that no torque is imposed on enclosure 3057, an important advantage in certain high-power applications, or in applications where vibration is an issue, such as in ships or aircraft.
  • Figure 146 indicates one such schematically, where the apparatus is shown only on one side of a center line.
  • Sets of pairs of toroidal combustion chambers of equal cross-section are shown at 3061 through 3064, each set of chambers having progressively smaller radii. Due to combustion chamber design and / or guide systems (not shown), the combustion process causes each of components 3065 through 3069 to both reciprocate and rotate relative to its neighbor.
  • Housing 3065 is fixed, the other components all rotate in the same direction relative to housing 3065, and the reciprocating motions are controlled and synchronized through a system of guides, so that components 3066 and 3068 reach one apex of reciprocation at the same time as components 3067 and 3069 reach the other apex of reciprocation.
  • the ratio of reciprocation to revolution need not be the same for each combustion system. Let that of 3061 be 14: 1 , of 3062 be 11 : 1 , of 3063 be 8: 1 and of 3064 be 5: 1.
  • component 3066 will revolve at 714-3 revolutions per minute (rpm), component 3067 at 1 623-4 rpm, component 3068 at 2 873-4 rpm, and component 3069 at 4 873-4 rpm, all relative to the housing 3065.
  • component 3069 drives a coaxial turbine system, shown schematically at 3070.
  • the combustion chambers here have equal cross-section but unequal swept volume, so more work is effected between components 3065 and 3066 than between 3068 and 3069.
  • the cross-section of the combustion chambers could increase from the outer to the inner, to make the volume of the combustion chambers more equal, but optionally leaving the strokes of the different chambers the same.
  • the strokes may be varied to compensate for the different masses of the reciprocating components, so as to make the frequency of reciprocation synchronous for all the working chambers.
  • a different system of co-rotating components is shown schematically by way of example in Figure 147. in a manner similar to that of Figure 146.
  • Within a fixed housing 3071 are mounted two components 3073 and 3075, only free to rotate.
  • Concentrically mounted within 3073 and 3075 are another two components 3072 and 3074, able to both rotate and reciprocate, so controlled and synchronized by guides that they simultaneously reach the apexes of reciprocation furthest from each other and simultaneously reach the apexes of reciprocation nearest each other. If component 3072 rotates at 5 000 rpm relative to fixed housing 3071 , and all the moving components rotate in the same direction, then components 3073, 3074 and 3075 will turn relative to housing 3071 at speeds of 10 000 rpm, 15 000 rpm and 20 000 rpm respectively.
  • Component 3075 could drive an element 3078, such as a turbine of a coaxial engine system, with components 3072, 3074 driving, say via splines, other elements 3080, 3081 of any component or engine at differing speeds.
  • the schematics and arrangements of Figures 146 and 147 are suited to large high performance and / or high efficiency engines, such as might be used for aircraft propulsion, large marine craft, large scale electric power generation, etc. They are also suited to compound engines including a turbine stage, where reciprocating IC engine rotational speeds can be scaled up to match turbine shaft speeds, permitting a single shaft driven by both engines.
  • the natural frequency of motion of the reciprocating / revolving component can be such as to enable the wave-like working surfaces of sinusoidal combustion chambers to clear each other.
  • Such design and regulation will be easier to achieve in steady-state engines, for example as used in marine propulsion and generator sets, than in variable-state engines, for example as used in automobiles and motorcycles.
  • engines with regular (ie non-sinusoidal) toroidal combustion chambers it has been disclosed how reciprocating motion can be translated into combined motion by guide systems.
  • the same kind of guide systems can be used to limit movement to just prevent surface contact of sinusoidal toroidal combustion chambers.
  • a roller / cam guide system of shape corresponding to the travel path of a point on the flange can be used. It could be the primary means of controlling the movement of the piston assembly, or it could be used as back-up to a system tuned to work without the curved surfaces touching, to only engage and make contact after the sine- waves type surfaces approach too close together, due to some event like an accidental excess of fuel or exceptional G forces, and then prevents the curved surfaces from touching.
  • the guide systems can be lighter or fewer than for regular toroidal chambers, where rotational motion is effected by the guides only.
  • an ancillary guide system is shown dashed at 2049 in Figure 138.
  • a further embodiment includes a reciprocal / rotational mechanical guide system comprising one or more rollers or a series of opposed rollers running on or in at least one endless approximately sinusoidal track or groove.
  • Figures 148 and 149 show a selected embodiment, with 148 being a schematic plan view and 149 the corresponding part elevation, part section, of a six roller system located in an endless groove having six waves of roughly sinusoidal configuration.
  • the rollers 3084 are shown at one apex of reciprocation, with the opposite apex indicated at 3082.
  • the groove housing 3083 is fixedly mounted, while the rollers 3084 are mounted on the reciprocating / rotating component 3004. It will be obvious, for the roller passage not to generate friction caused by differential movement, that the height of the outer perimeter of the groove will have to be greater than the height of the inner perimeter of the groove.
  • the roller should be cone-shaped, the lines 3085 extending the profile of the cone to intersect the intercept of the axis of rotation of component 3004 and the axes of rotation 3086 of the rollers.
  • the groove housing 3083 is shown in one piece, but may be of multiple pieces assembled about the rollers.
  • Figure 150 shows a detail of a roller in a groove, with the roller mounted by roller bearings 3087 on a shaft 3088 which is attached to the cylinder type component 3007, while the groove is located in or mounted on a moving piston type component 3004.
  • the groove consists here of three operating parts: an upper track 3089, a lower track 3090 and an optional end track 3091.
  • the links between these three parts are rounded, and may have optional ventilation holes as at 3092.
  • only one side of the roller should be in contact with the groove at any one time, so there has to be some kind of clearance gap 3093.
  • the roller has at its end a bearing comprising a ball 3094 rolling on surface 3091 of a section 3004a of the piston / rod assembly, to prevent the roller from drifting into the groove and so closing the clearance gap.
  • the roller and axle assembly is here retractable from and insertable into the groove under some conditions, perhaps during relative motion between the two, so the roller has a rounded frontal aspect.
  • the working portion of the roller comprises a hard and strong engineering material forming the outer casing 3095 (in contact with the groove) mounted on a thin elastomeric intermediate layer 3096, in turn mounted on an inner shell 3097 of engineering material, in turn mounted on the roller bearings 3087.
  • a load indicated schematically at 3098, on the roller will cause the shaft 3088 to deflect somewhat, causing the axis of the shaft to become misaligned relative to the track 3089. This misalignment is taken up and absorbed by deformation of the elastomeric material 3096.
  • the shaft and roller may be mounted on the piston assembly, and the groove in the cylinder assembly.
  • Figure 151 shows schematically component 3004 moving within housing 3007, both defining twin toroidal combustion chambers 3035 and 3036.
  • Two sets of rollers are shown at 3099 and 3100, with tracks which correspond functionally with those of Figure 150 shown at 3089 and 3090, both in solid and dashed line.
  • the relationship of the upper track 3090 to the lower track 3089 is assumed to be constant, that is, that the roller during its path along and up and down the groove always maintains the same clearance gap. This condition need not apply.
  • the relationship of the upper to the lower track is such that there is a varying clearance gap during one complete working cycle, or wave of the groove, irrespective of whether the tracks are deployed as in Figure 150 or Figure 151.
  • Figure 152 shows schematically an elevation taken along the curve of part of a perimeter of a groove, with the line of axis of rotation of the roller shown chain-dotted at 3101. The positions of the upper and lower tracks set out for a constant clearance gap are shown in solid line at 3089 and 3090. Possible positions of the tracks consistent with a variable clearance gap are shown dashed. The most useful applications for tracks permitting varying clearance gaps are for engines with variable compression ratios, as disclosed elsewhere herein. In Figure 152.
  • one track ensures that about the apex of reciprocation a minimum designed compression ratio is reached, while in that region the second track grows more distant from the first, to enable a moving component, such as piston / rod assembly, under certain conditions to travel beyond its designed compression ratio.
  • a track separation symmetrical about apex of movement is shown at 3102, and an asymmetrical track separation at 3103.
  • Variable clearance gaps may be desirable for reasons other than variable compression ratio, and 3104 shows track separation permitting greater range of component movement around the mid-point of reciprocation.
  • the path of the axis of roller rotation can no longer be predicted to always follow line 3101.
  • a "groove" or guide channel is wholly or partly backless, that is having no end track, permitting fluid to pass across the space between upper and lower tracks.
  • items 3094 and 3004a could be eliminated.
  • the guide system could be located about or within a fluid flow to or from the working chambers. In certain engines it could be in the exhaust flow but generally (because the exhaust gas would tend to pollute the working surfaces and mechanical parts of the guide system), it would be in the charge gas flow.
  • Figure 153 shows schematically a half cross-section of an engine with twin toroidal combustion chambers 3035 and 3036, also indicated dashed at 3005 and 3006 respectively, with the components defining the chambers separated from each other and spaced by the guide components, with both the moving components and the cylinder components assembled by means of, and pre-stressed by, tensile members 3105 such as bolts.
  • the components enclosing the combustion volumes are of ceramic material, while the guide components are of metal, optionally castings.
  • Charge flow is indicated at 3108, exhaust flow at 3109.
  • Identical toroidal cylinder components 3111 inverted relative to each other, are separated by a series of metal components 3112 arranged circumferentially, each having a shaft and roller assembly 3113.
  • Components 3112 have a series of holes 3114 through which charge air passes. Only the curvature of lower track 3090 is indicated, for simplification that of upper track 3089 is omitted.
  • Compressible insulating material is shown at 3110a and 311 Ia, ceramic insulation at 3105a.
  • the guide system may be associated with working chambers in any manner.
  • Figure 154 shows schematically a device having four identical working chambers 3115 and two identical complete guide assemblies 3116, each having upper and lower tracks.
  • the piston assembly 3004 and the cylinder assembly 3007 are both made up of multiple components held together by fasteners, 3004a and 3007a respectively. If the components are toroidal, the device is assembled all together, with first a cylinder component and then a piston component and then another cylinder component and so on threaded through the fasteners, with on completion the fasteners progressively tightened together.
  • Figure 155 and detail Figure 156 show schematically a twin working chamber 3115 engine, wherein reciprocating component 3004 turns clockwise relative to cylinder assembly 3007, which is mounted on bearings 3120a and itself turns counterclockwise relative to housing 3120. The rotations can be reversed.
  • Three separate complete roller-track toroidal guide systems are located at 3117, 3118, 3119.
  • each guide system has the same amplitude and overall diameter, but differing pitch, so that each system has a different ratio of reciprocation to rotation. Only one system is engagable at any one time, by means of extensible / retractable roller assemblies. Selection of which guide system is engaged is made by movement of ring 3121, turning at same speed as cylinder assembly 3007, by means of actuator(s) 3021a.
  • the ring is connected to a series of slidable shafts or elements 3122, which actuate the extension or retraction of the roller assemblies.
  • the roller assemblies are spring-loaded to the retracted position.
  • Such retractment / engagement devices are known, but the principle is illustrated schematically for a two-speed system in Figure 156, where shaft 3122 has a plate-like section 3122a for engagement with a portion of a roller / guide assembly 3119a, biased to a retracted position by spring 3118a.
  • Sinusoidal tracks may be engagable with non-rotating or solid guides as shown here, retractable or fixed.
  • the guides have rollers, as illustrated in Figures 148 through 151.
  • the system of Figure 155 is effectively a machine which could combine the functions of internal combustion engine, variable stepped transmission and differential.
  • a clutch function could be located at the interface of the two rotating elements and any power take-off points. See also Figure 145.
  • Figure 157 illustrates schematically a machine which can combine the functions of internal combustion engine and stepped variable transmission only.
  • Two sets of twin combustion chambers 3115 (four chambers in all) are separated by a power take-off point, in the form of a toothed wheel and shaft 3122a, and the stepped transmission system, which comprises three separate guide systems 3123, 3124, 3125, each having upper and lower tracks.
  • the sinusoidal or similar wave systems in each guide system have the same amplitude, pitch and curve - they are identical. Because the guide systems are of progressively increasing size, they will have progressively increasing number of cycles, or reciprocations per rotation. As with the system of Figure 155, only one guide system is engagable at any one time.
  • guide system 3125 represents low gear, 3124 intermediate gear, and 3123 high gear.
  • the pitches and curves of the guide systems are similar but not identical, each being tuned to combustion and operating characteristics at a particular gear ratio.
  • the amplitudes of the guides may also be varied. It is possible, in the case of multiple cam systems, to link the actuation of the guides to completion of all or part of the one reciprocating cycle, actuation simultaneously projecting one and withdrawing one guide. For example, guide changes could always take place when the reciprocating element was at TDC / BDC.
  • FIG. 158 shows an arrangement wherein a toroidal combustion chamber 3146 drives a piston 3145 which works a pumping volume 3147.
  • combustion chamber expansion causes pumped fluid to exit volume 3147 in direction 3148 via non-return valve 3149, and combustion chamber compression is effected by pressure from fluid entering volume 3147 from direction 3150 via non-return valve 3151.
  • one or more of the working chambers could be used to compress any gas including engine charge air, or function as a pump for any gas.
  • a piston rod assembly 1701 is reciprocating in direction 1702 in a cylinder assembly 1703 to form two working chambers, 1704 at maximum expansion and 1705 at maximum compression.
  • Part of the piston / rod is shown dashed at 1706, when chamber 1704 is at maximum compression.
  • Gas 1707 such as ambient air, enters through a port 1707a, is compressed by the piston / rod assembly, then is expelled via transfer port or depression 1708 and via transfer passages 1709 and second port 1710 into an interior volume 171 lof the piston / rod assembly.
  • Transfer ports or depressions 1708 may be endless and annular, or they may be separate and discontinuous, arranged along a circumferential path.
  • An alternative arrangement is shown for upper working chamber 1704, where the compressed or pumped gas is transferred from depression 1708 to passages 1712 communicating with a volume not part of the piston / rod assembly.
  • one of the working chambers can be a combustion chamber as disclosed elsewhere herein, and the other chamber used for charge compression.
  • Figure 160 shows schematically an engine or pump or compressor having one piston / rod assembly 1606 with an internal volume 1676, reciprocating in direction 1634 in a cylinder 1003 having a head 1004, one toroidal working chamber 1002 and, on the opposite side of the piston, a cylindrically shaped working chamber 1674.
  • a working chamber could be used as a pump, a gas compressor, including of charge for the combustion chamber, or any other purpose.
  • the cyclically energy absorbing and generating device is a metal spring 1675, but any suitable energy absorbing device may be used.
  • chamber 1002 is a combustion chamber, but the principles of the invention would work equally well if 1674 became a combustion chamber and 1002 became a working chamber containing the energy absorbing and generating device, in which case a spring can be used to effect combustion chamber compression, with its loadings optionally reversed.
  • all ports, valves, and any fuel delivery devices have been omitted, but any of those disclosed herein may be used.
  • the above principles can be embodied in the engines of Figures 110 and 111.
  • a reciprocating piston / rod assembly in one or more working chambers pumps fluid into one or more other working chambers. It is preferable in many applications that the function of the cam system be combined with some kind of pumping or compressing work. Because the cam faces directly or indirectly transfer most of the work that is produced, it is better (for wear reasons) that no direct contact takes place.
  • the pumped fluid would function as a bearing and heat transfer mechanism.
  • Figure 161 illustrates in schematic half section one embodiment, whose principals are adaptable to both rotating and non-rotating reciprocating elements, and are particularly useful for compressing charge before it enters a combustion chamber. Piston / rod assembly 3039 reciprocates in direction 1702 in cylinder assembly 3007.
  • a toroidal combustion chamber is shown at 3040 fully expanded, with compressed charge "A” passing through port 3039a into the combustion chamber moving to displace exhaust through port 3007a at “B.”
  • the charge is compressed in chamber 3041, which may be of toroidal or cylindrical form, into which it is conducted via poppet valve 3042, optionally actuated by some combination of pressure and multiple counterbalancing springs 3044.
  • poppet valve 3042 At the end of the compression stroke in chamber 3041 , which corresponds to the compression stroke in combustion chamber 3040, the piston / rod assembly 3039 is in position shown dashed at 3039b and the poppet valve is on its seat as shown dashed at 3042a. Compressed gas enters gas reservoir 3043 via clearance space at "C” and port 3039a at "A.”.
  • An IC engine could have a charge compressor similar to that of Figure 161 mounted with it, in selected embodiments such that both engine and compressor together have one fixed assembly, preferably a cylinder assembly, and one single assembly, preferably a piston / rod assembly, reciprocating relative to it.
  • the entire engine would only have one significant moving part, since the other part would be fixed, if not rotationally mounted in a housing or shaft.
  • "A" indicates the combustion chamber section and "B" the charge compressor section.
  • the arrangement shown here is similar to that disclosed in Figure 159, except that there are two toroidal compression chambers 1705 and 1706 plus two toridal working chambers 1719 and 1720.
  • the compressor projection 1715 of the piston / rod assembly 1701 is of greater radius and has a hollow portion 1712 linked to the main internal volume 1711 by passages 1713. After ambient air 1707 is compressed and moved to volume 1711, the high pressure charge enters the combustion chambers 1718 and 1719 via ports 1714, with exhaust exiting at common port 1716.
  • Combustion chamber 1718 is shown solid at maximum expansion and is separated from combustion chamber 1719 by projecting portion 1717 of the piston / rod assembly.
  • Toroidal combustion chambers 1718 and 1719 may be of regular form, or they may have the broadly sinusoidal shapes indicated in Figures 127, 138 through 144.
  • Toroidal combustion chambers 1704 and 1705 may be of regular form, or they may have the broadly sinusoidal shapes indicated in Figures 127, 138 through 144.
  • Transfer ports or depressions 1708 may be endless and annular, or they may be separate and discontinuous, optionally arranged along a circumferential and / or broadly sinusoidal path.
  • each pair may be of different design.
  • the combustion chambers may have a design similar to that indicated in Figure 143
  • the compressor chambers may have a design similar to that of Figure 142.
  • the compressor chamber could be designed to function as system guides, to prevent combustion chamber surfaces making physical contact during normal operation.
  • the arrangements disclosed in Figures 159, 161 and 162 are adapted to compress exhaust gas after it has left a combustion chamber.
  • the high-pressure high-temperature exhaust gas is passed through a turbine, in order to derive mechanical work from the energy contained in the gas.
  • multiple pairs of working chambers are arranged about an axis, with coaxial and at least partly cylindrical or toroidal volumes for passage of fluids to from the working chambers, the volumes positioned approximately abreast of the working chambers.
  • Multiple concentric combustion chambers of non-uniform size were disclosed earlier herein. They present no theoretical problems of assembly because, as in Figures 110 and 111, an integral component 2006 can move and fit within component 2005. It would be useful to have more than two combustion chambers of identical size and configuration, but there would be problems of assembly (especially of the moving component), as can be seen by studying Figure 154.
  • Advantages of being able to combine more than two identical chambers in one engine include the ability to manufacture a range of engines using one set or module of combustion chamber parts.
  • Figures 163 to 166 illustrate schematically various possible gas flow layouts, wherein 3126 indicates a multiplicity of equal sized toroidal working chambers, 3004 the moving component reciprocating in direction 3008, with 3007 the "fixed"cylinder assembly which, in all the embodiments, could also rotate, and 3057 a housing or casing.
  • “A” represents charge air volume, "B” high temperature and pressure exhaust, "C” lower temperature / pressure exhaust gas. Filamentary material, as described subsequently, is shown schematically at 3128a.
  • Valves and ports are not shown, but can be embodied as described elsewhere in this disclosure, and / or by any convenient means.
  • Solid arrows describe gas flows through ports, dotted arrows show gas flow to and / or from transfer ports, or flows via passage or plenums as described elsewhere herein.
  • Thermal insulation is indicated schematically, like all other components, at 3127.
  • thermal insulation 3127 separates charge flow from hot components, charge flows into the combustion chamber, exhaust flows from it into a central exhaust gas reservoir. The flows can be reversed, volumes A and B transposed, with insulation 3127 provided as shown at the interface of component 3004 and the central (now charge) gas reservoir or plenum.
  • Figure 164 with two pairs of toroidal working chambers 3126, shows a system having transfer ports, indicated schematically at 3128.
  • the flows could be reversed, volumes transposed, insulation repositioned.
  • Figure 165 with two pairs of toroidal working chambers 3126, shows a layout where exhaust gas flows adjacent to the structural components of 3004 and 3007 are used to reduce heat flows, ie thermal gradients, across these components, with the center of the engine partly occupied by a mechanical system 3130, for example a turbine, or steam generator for a steam engine, etc. If 3130 were a fuel deb ' very system, this could serve to maintain liquid fuel under pressure at temperatures greater than boiling.
  • FIG. 163. An alternative location for a compressor and / or turbine system is indicated schematically at 3129 / 3134.
  • casing or housing 3057 comprises part of the structure defining volume A
  • thermal insulation 3127 is part of the structure defining volume C.
  • Figure 166. with two pairs of toroidal working chambers 3126.
  • ambient air 3136 enters a compressor 3129
  • high pressure charge is delivered via plenum or annulus 3131 to tubular volume A, in which heat ex-changers 3132 are located for purposes of after-cooling.
  • water under pressure circulates in the heat ex-changers, to be used for compounding, as described elsewhere, and / or to provide bearing pressure as disclosed earlier.
  • Hot exhaust from tubular volume B goes via plenum or annulus 3133 to turbine 3134, which is mechanically linked to the compressor 3129.
  • the lower temperature and pressure exhaust flows through tubular volume C to exit at 3135.
  • the engine will or might have a torpedo-like or tubular shape. This, together with the uni-directional gas flows indicated at 3136 and 3135, will make such engines suited for particular applications, as in aircraft or certain marine craft, including torpedos.
  • additional compounding can extract further work from the lower temperature exhaust gas, at or after 3135.
  • the separate insulation 3127 need not be employed, especially if the gas flows are large per unit volume and / or the structural components used in 3004 and 3007 have moderate to good insulating properties.
  • the piston directly or indirectly powers or is powered by a linear, ie reciprocating, electric motor or generator.
  • Combustion chambers may be separated (singly or in groups) by mechanical systems other than those described above - conventional crankshafts, slot-drive crankshafts and guide systems.
  • combustion chambers can be separated by an electric motor or electric generator. If component 3004 includes part of an electrical motor / generator and has compound motion (ie it reciprocates and rotates), at least one of the windings of the electrical assembly need not have the conventional band-form but could have a sinusoidal toroidal form, the shape of the sine-like wave of the electrical winding corresponding to the motion of a point on 3004.
  • Such electrical systems could be placed outside of or inside multiple concentric toroidal combustion chambers, as disclosed schematically in Figures 110 and 111.
  • electrical machines can be deployed in this way, so can other machines or mechanical devices, including the following: counting devices, speedometer drives, power take-off points, transmissions, clutches, fuel delivery machines or pumps, lubrication machines or pumps, machines or pumps associated with inter-cooling, engines employed to extract additional work out of the exhaust gas (that is, for compounding), pumps, compressors (both of either torroidal or other configuration), etc.
  • Figure 145 there was shown schematically an engine or pump or compressor having a pair of toroidal working chambers 3125 defined by piston / rod assembly 3004 reciprocating and rotating in cylinder assembly 3056, which in turn rotates in housing 3057.
  • an electrical generator or motor could be positioned at 3058a, with one set of windings mounted on component 3004 and the other on 3056, electric performance being related to the combined motion of 3004 relative to 3056.
  • Figure 167 shows schematically alternative methods of Unking electric motor / generators, indicated in zones "B” and "C”, with a pump, compressor or IC engine, indicated at zone "A".
  • a combined piston / rod / major electrical component assembly 1102 reciprocates along axis 1006 inside a cylinder 1003 and head 1004 assembly to define two toroidal working volumes 1002.
  • Assembly 1102 is shown at one extreme of reciprocation in solid, with its position at the other extreme shown dashed.
  • Spaces 1275 house any convenient mechanism, such as a charge boost device, valve actuation mechanisms, guide system for converting reciprocating motion to combined motion, etc, with the whole arrangement optionally surrounded by thermal insulating material at 1010. It is obvious to directly or indirectly link a reciprocating piston / rod assembly to a crankshaft or scotch yoke, which in turn drives a rotating electrical motor / generator, and that option is not illustrated here.
  • An alternative option is to directly or indirectly link reciprocating component 1102 to a linear or reciprocating electrical motor / generator, as indicated schematically at "B", where one of the two sets of major windings are mounted each on 1102c and 1102d.
  • An alternative option, if component 1102 also rotates, is to directly or indirectly link component 1102 to a combined motion electrical motor / generator, as indicated schematically at "C”, where the two sets of major windings are mounted on 1102a and 1102b, and where electrical force is generated or used by the combined reciprocation and rotation of component 1102a relative to component 1102b.
  • Figure 167 is entirely schematic; the components are shown in no particular scale relative to one another and can be linked in any orientation or position by any convenient means, including by bevel and / or reduction gearing.
  • Component 1102 may be fixed, and the other major components, including 1003, 1004, 1102b and 1102c, could reciprocate and optionally rotate.
  • the embodiment of Figure 167 is shown with component 1102 reciprocating horizontally. In alternative embodiments, it reciprocates vertically.
  • the working chambers may be unequal in any way.
  • the lower chamber pushing the reciprocating component(s) upwards against the force of gravity may be designed in any convenient way to have greater swept volume, such as by making the tensile link where it passes through the working chambers of smaller cross-section in the lower chamber than in the upper chamber.
  • Figure 168 shows schematically an IC engine or compressor or pump having two pairs of toroidal working chambers 3126 defined by cylinder assembly 3007 and piston / rod assembly 3004 reciprocating and rotating within, motion governed by guide system 3153.
  • component 3007 may rotate in a housing, shown dashed at 3057. Fluid flows from "A”, through working chambers 3126, and exits via "B".
  • An electrical motor and / or generator has at least one of its major component's electrical windings of endless roughly sinusoidal form, as indicated at 3152, the other major component's windings being of any convenient form. Winding(s) 3152 could be integral with component 3007 and / or component 3004.
  • a stroke magnifier of any kind is incorporated in the linkage between engine and motor / generator.
  • the stroke magnifier incorporates a mechanical spring or gas spring.
  • the springs absorb energy during portion of the stroke and give up an equal amount of energy during another portion of the stroke.
  • the gas springs are also gas pumps or compressors.
  • Figure 502 illustrates schematically two alternative arrangements.
  • a cylinder module 1271 contains a piston / rod assembly 1102 shown at center of reciprocation CR reciprocating a stroke of five dimensional units in direction 11 defining twin combustion chambers 1002 which are at least partly surrounded by an exhaust gas processing volume 1008.
  • the piston / rod assembly has a volume 12 for charge gas and is fixedly attached to a structure 13 enclosing the stroke magnifier and reciprocates within a housing comprising the fixedly mounted toroidal stator 14 of the linear electrical device.
  • the engine is of any of the configurations and works in any of the manners disclosed herein.
  • the stator 14 has cooling fins 23, a closure plate 15 at one end, has the other end mounted to the housing of the cylinder module 1271, and is surrounded by an optionally thermally insulated casing 1010, also fixedly attached to the cylinder module.
  • Two alternative arrangements are shown within structure 14: below centerline at "A”, a toroidal reciprocater 16 of the linear electrical device (the reciprocater considered the equivalent of rotor in rotating devices) has a gas spring 17 at each end ; above the centerline at "B”, a toroidal reciprocator 18 has at each end a metal spring of any kind, here shown as a series of coil springs 19.
  • Each gas spring comprises a toroidal volume containing a fixed volume of gas. Over time, there will be some leakage of gas, but any convenient gas replenishment device can be employed to maintain a constant quantity of gas.
  • Both reciprocators have magnified stroke of seven dimensional units in direction 20, with extremes of reciprocation shown dashed.
  • the inertia of reciprocators 16 and 18 causes springs 17 and 19 to be compressed and absorb energy.
  • the energy in the springs is given up in accelerating the reciprocators to a speed greater than that of component 1102.
  • the reciprocator springs comprise toroidal volumes containing springs, and the recprocator functions as gas compressor, or as pump of any king fluid.
  • the volumes or stators or reciprocators are not toroidal but are a series of individual volumes, stators or reciprocators arranged in a toroidal array.
  • the volumes or stators or reciprocators are at least one or a series a series of individual volumes, stators or reciprocators, arranged in any convenient way.
  • Structure 13 defines on each side, between plate 15 on one side and cylinder module 1271 on the other, two cyclically variable toroidal volumes 21 and 22, which optionally serve as any kind of pump or compress.
  • charge air enters at 24 to flow through the space 25 between casing 1010 and stator 14 and end platel5, to flow through fixed cylinder 26 to enter the volume 27 within structure 13, and from there to flow via valves or openings (not shown) into volume 21, where it optionally pumped or compressed.
  • an intermediate optionally toroidal second reciprocator 28, optionally provided with cooling fins 23 comprises part of reciprocating structure 13.
  • Reciprocator 18 is optionally provided multiple windings, one or more for electric / magnetic generation relative to stator 14, and one or more for electric / magnetic generation relative to intermediate reciprocator 28.
  • Charge air passes from volume 21 via openings or valves (not shown) into volume housing metal springs 19, through one or more apertures 29 in reciprocator 18, past more metal springs and into volume 22 via openings or valves (not shown).
  • volume 22 it is optionally pumped or compressed and passes via openings or valves into volume 12, from where it passes into combustion chambers 1002 via ports 12a, in the manner disclosed elsewhere herein. In its passage from entry at 24, the charge air has absorbed heat energy from stator 14, from intermediate reciprocator 28 and from reciprocator 18, to be taken to the combustion chambers, where some work is derived from it.
  • apertures at 31 permit charge air to circulate to volumes 32 within reciprocator 16 for purposes of cooling.
  • Charge air proceeds from volume 27 to volume 21 via openings or valves (not shown) and from there via passage 30 to volume 12, and to combustion chambers 1002 via ports 12a.
  • exhaust gas indicated by crossed arrows, passes through ports 12b to circumferential exhaust gas processing volume 1008, and from there to passage 33 via openings or valves (not shown), and on to volume 22, where it optionally pumped or compressed, and optionally via passage 34 to a turbine, indicated schematically by small rectangle 35.
  • stroke indicated at 20 is added to stroke indicated at 11 , so the reciprocator is traveling twelve distance units during half a cycle, while component 1102 travels five distance units during the same period.
  • gas quantity is varied or metal spring bases are moved to vary reciprocator spring rates during different operating modes.
  • the advantage of the stroke magnifier is that at a given rpm, the increased speed and range of movement enable the mass of electric components to be reduced for a given output.
  • the dynamics and kinematics of the stroke magnifier are complex, and the design of its features, especially the mass of reciprocator and characteristics of the spring rates, will effect the speed of component 1102 in one portion of the cycle relative to another portion.
  • Figure 502 is entirely schematic, and not of the features are shown in any particular scale relative to any other feature.
  • a conventional engine having a reciprocating member is used, with the member coupled to the stroke magnifier of the invention.
  • one or more computer programs loaded into one or more computers is used to regulate, control, measure or monitor any component or parameter of the stroke magnifier and / or the engine, in a manner similar to that described elsewhere herein in relation to the use computers and computer programs.
  • both principle components of an electric motor or generator rotate.
  • the stator rotates in a direction opposite to that of a rotor, which optionally has combined motion and reciprocates also, and may be considered a rotary-linear electric motor or generator.
  • Such rotary-linear generators and / or motors are suitable for attachment to the engines of Figures 145 through 147.
  • one of the engine components having combined motion can be connected to one of the principal electrical components via a mechanism for converting combined motion into rotary-only motion, including such mechanisms as disclosed herein.
  • the stroke magnifiers disclosed herein are adapted for pumps and / or compressors. For the latter, in some embodiments, varying the speed would vary the volume worked in each cycle, since the dimensional range of stroke magnifier generally varies with speed.
  • a further embodiment of a stroke magnifier is disclosed in Figure 512.
  • stator, rotor and / or reciprocator may be arranged in any way, including in discrete segments, and connected or wired together in any way, including in such manner as to cause current flow in one segment to be of different polarity or reversed in relation to that of an abutting or adjacent segments, in order to produce or receive alternating current.
  • at least one of stator, rotor and / or reciprocator shall have one or more windings comprising conductive wire wound around any appropriate core, such that portions of wire in close proximity to one another are spaced from each other by air or electrical insulating material.
  • At least one of stator, rotor and / or reciprocator shall include one or more permanent magnets. In further embodiments, if at least one of stator, rotor and / or reciprocator is moving, an electric circuit between the moving component an any fixed component shall include any kind of bridge, including a brush and / or any device disclosed herein.
  • the cross-section through the working chamber has the approximate form of a parallelogram.
  • a schematic profile of a half cross-section of the toroidal form of a selected working chamber is shown in Figure 169. It is drawn with the ratio of height H to outer radius R2 minus inner radius Rl equal to 6:5.
  • the maximum inlet port opening "I” is shown at 3137, the maximum exhaust port opening "E” at 3138, with dimensions I and E being 0-183 x H and 0-267 x H respectively.
  • the port / valve openings measured in crank angle from top dead center, are: exhaust opens 114-7°, inlet opens 126-9°, inlet closes 233-1 °, exhaust closes 245 3 ° . If the ratio of (R2 - Rl) to Rl is 1 :2-5, the ratio of maximum inlet port area to maximum exhaust port area is 1 : 1 -04. Dimension S represents the stroke.
  • the working surfaces A and B have angle ⁇ relative to piston and or cylinder walls C and D as shown, and the intercepts of the surfaces are rounded as shown, so that the gas flows across the combustion volume are as smooth as possible, and so that stresses are reduced and more evenly distributed in monolithic components 3004 and 3007.
  • An object of the smooth gas flows, in the case of two stroke IC engines, is to optimize two-stroke scavenging and minimize residual exhaust gas left in the charge after the ports close.
  • the chamber is shown at maximum volume; component 3004 will move in direction 3139 to effect maximum compression, when it will be in position shown dashed at 3004a. In alternative embodiments, fluid flows can be reversed.
  • components are of modular construction, such that substantially identical components can be used repeatedly to manufacture one device of a single design, and /or be used in devices of substantially differing designs, as will be shown in Figures 170 through 174, illustrating devices all having four toroidal working chambers.
  • Such devices include IC engines, compressors or pumps.
  • the features and fluid flows are principally described as relating to combustion engines but, where appropriate, they can be adapted to pumps, compressors and other mechanical devices, and the volumes herein designated combustion chambers become working chambers.
  • the piston assemblies and the cylinder assemblies are both made up of multiple components held together by fasteners.
  • Figure 170 shows by way of example an engine assembly whose combustion chambers are of modular construction, wherein details A and B are half vertical sections along the different radii indicated in details C, D and E, which are cross sections through the planes indicated in the vertical sections. Assembly 3004 reciprocates relative to assembly 3007 and is shown at bottom dead center.
  • Details C, D and E are shown with components 3004 and 3007 in different positions relative to each other, when the appropriate detail lines shown on the vertical sections A and B are in approximate alignment with each other.
  • Identical ceramic reciprocating components are shown at 3155, with identical ceramic "cylinder” components shown at 3156.
  • Charge circulates through volume 3157 and enters combustion chambers 3126 via inlet ports 3158, exits via exhaust ports 3159.
  • Exhaust gas circulates through tubular volume 3160 and is spaced from outer enclosure 3057 by thermal insulation 3127, which functions as structure enclosing volume 3160. Exhaust gas circulates to some degree within spaces 3161, 3162.
  • a gas bearing supplied by super-heated liquid is shown, schematically, at 3163. Additional or alternative depressions for labyrinth sealing are indicated at 3163a.
  • the gas bearings and the labyrinth sealing are each shown on only one of the fixed or reciprocating components. Each could alternatively be on the other, or on both.
  • the respective components are assembled and fastened, preferably pre-loaded in compression, by means of tensile fasteners 3164 and 3165.
  • Fasteners 3164 are located within the relatively cool charge flow volume and so are of conventional design, while fasteners 3165 are adjacent hot components 3156 and hot exhaust volumes, and so are of tubular design.
  • the interior of the tube communicates with cooler volumes, say those containing charge air, at locations such as indicated at "L", this circulation of cooler gases through the interior of the fasteners serving to maintain their temperatures below the temperatures of components 3156.
  • Loads are distributed along the rims or extremities of components 3155 and 3156 by means of load distributor elements 3166, 3167, 3168, 3169 shown dashed.
  • components 3166 through 3169 have additional other function(s) including possibly guide system, bearing and / or sealing components.
  • FIG. 171 shows a cross-sectional detail of an optional alternative to fastener 3165, wherein hollow tensile member 3170 does not fit tightly within component(s) 3156 but is separated from them by an insulating and / or elastomeric interlayer 3171, which could be of any suitable material, including ceramic wool.
  • the engine illustrated in Figure 170 has four identical combustion chambers.
  • components 3155 and 3156 can be constructed, including ones having two combustion chambers and, if volumes 3157 and 3160 are sufficiently large, engines with six or even more combustion chambers.
  • components 3155 and 3156 can be used in other engines with single or multiple pairs of combustion chambers, for example, wherein heat exchanges are located within volume 3160 and the enclosure 3057 is therefore of larger diameter.
  • the combustion chambers illustrated in Figure 170 and elsewhere generally show an angle between wall and head / crown (angle ⁇ in Figure 169) of around 110° to 120°. In fact, the chambers could be designed with ⁇ any suitable angle, including 90°.
  • Filamentary material to assist in the cleaning of exhaust gases, as disclosed subsequently herein, may be mounted in any convenient location, and is shown by way of example at 3160a.
  • Figures 172, 173 and 174 show further examples of engines having combustion chambers of modular construction. The method of illustration is similar to that of Figure 170 and, although Figures 172, 173 and 174 each show a different engine, both the size and configuration of the combustion chambers and the basic configuration of toroidal components 3155 and 3156 are similar in all four engines. Variations occur mainly in the gas flows and the methods by which loads to and from components 3155 and 3156 are transmitted. Because Figures 172 and 173 illustrate how two substantially different engines can be assembled using the same combustion chamber components, the details A, B. C, D and E of each figure are presented side by side, for purposes of comparison.
  • the exhaust gas passes to a turbo-charger, in one embodiment as illustrated in Figure 166, and from there low temperature / pressure exhaust gas passes down the central volume 3176.
  • filamentary material as described subsequently herein, can be disposed in one or both of exhaust volumes 3175 and 3176, and is shown schematically by way of example at 3176a.
  • Components 3155 are separated from each other and the load distributor elements by spacer rings 3177 and spacer plates 3178 having holes to accommodate volume 3175.
  • Components 3156 are separated from each other and the load distributor elements by spacer rings 3179, each having a series of internal projections optionally with holes to permit circulation and equalization of gases, and by inlet port rings 3180, each ring having one or more holes permitting the passage of charge air.
  • the tubular charge volume 3172 is enclosed by a casing 3181, here having within it passages 3182 containing circulating liquid, for the purpose of cooling the casing and therefore indirectly the charge.
  • Casing 3181 forms part of the structure enclosing volume 3172.
  • the engine of Figure 173 has the same combustion chamber components 3155 and 3156 as that of Figure 172, and is therefore presumed to have the same stroke and similar inlet and exhaust port openings, ports shown at 3173 and 3174, respectively. However, the gas flows are different, charge flowing in central volume 3183 to the inlet port via passages 3184 and transfer port 3185, thereafter leaving the combustion chambers via exhaust port 3174 into essentially tubular exhaust processing volume 3175.
  • insulation shown dashed at 3183a may be provided at the perimeter of volume 3183, in the manner of the insulation shown in Figure 163 when volume B is used for charge air.
  • Additional exterior structure, optionally having thermal insulation properties, can be provided, as shown dashed at 3127a.
  • the piston assembly and / or the cylinder assembly can be held together by tubes principally loaded in tension.
  • the tubes may be wholly or partly threaded.
  • the engine of Figure 174 illustrates alternate ways of assembling / fastening / mounting modular combustion chamber components, using tubes.
  • Components 3189 and 3190 are similar to those illustrated previously, as are volumes 3188 housing or permitting the passage of exhaust gas.
  • charge travels within tubular volume 3172 via inlet port 3173 to the combustion chamber; exhaust exits via exhaust port 3174 to central tubular exhaust gas volume 3191.
  • Outer casing 3181 comprises part of the structure enclosing volume 3172.
  • this engine is assembled by means of pierced tubes.
  • Inner tube 3192 is continuously threaded on its outer surface.
  • Load distribution rings(s) 3193 are threaded onto the inner tube 3192, and once in final position secured by means of locator pins or keys 3194.
  • the rings support components 3189, which are further restrained by sleeves 3195 of rectangular form with rounded corners, inserted into pre-formed holes in tube 3192, and restrained by means of pins 3196. Exhaust gas passes from port 3174 through this sleeve 3195 to volume 3191.
  • components 3190 are supported by means of load distribution ring(s) 3197 threaded within outer tube 3198, and when in final position secured by means of locator pins or keys 3194.
  • Components 3190 are further restrained by circular sleeves 3199 threaded into pre-formed holes in outer tube 3198 and restrained by means of pins 3196.
  • Inlet charge passes from volume 3172 through this sleeve 3199 to inlet port 3173.
  • Insulation 3127 within and against outer tube 3198 prevents heat loss from exhaust gas in volumes 3188.
  • An outer casing 3181 defines volume 3172.
  • the casing has a multiplicity of projections 3200 located in the charge air flow, and is made of material having good thermal conductivity, for the purpose of transferring heat from the charge to beyond the casing 3181, optionally as a form of after-cooling.
  • This device is particularly useful in situations where the fluid surrounding the casings is at low temperature, say under water in marine applications or at high altitude in aircraft applications, and / or where the charge is already hot, say due to prior compression.
  • the projections 3200 are shown schematically only; they can be of any configuration and integral with the casing or attached to it in any way.
  • casing 3181 may be constructed to include exterior thermal insulating material, shown schematically dashed at 3183a, and / or it may be on the inside of component 3181, as shown schematically dashed at 3183b.
  • Exhaust gas reaches volumes 3188 associated with components 3189 from volume 3191 via holes 3201 in inner tube 3192, which is of varying thickness in cross section, stiffening ribs 3202 running vertically or longitudinally on the inside of the tube between the exhaust sleeves 3195.
  • each rib Within each rib are two capillary tubes 3203 which are part of fluid delivery systems, one to supply all the chambers moving 3004 in one direction, the other for the chambers moving 3004 in the other direction, which communicate with the combustion chamber via load distribution ring(s) 3193.
  • two tubes 3203 are shown in each longitudinal rib, however any twin system of tubes and / or galleries may be used, supplying the chambers either via ring(s) 3193 and / or directly.
  • the fuel supply need not be within the tube, but could be in fuel lines within volume 3191 to pierce 3192 via connectors, couplings, etc.
  • Fuel delivery is here shown associated with the inner tube; it could be equally associated with the outer tube 3198.
  • a similar system of tubes / passages / fuel lines could be used to provide fluid used for lubrication or other purposes to any desired location within the engine.
  • the fasteners were attached to load distributor elements 3166 to 3169.
  • the outermost rings 3197 could be identical to an inner ring 3197, or they could be integral with a component 3204 having another function, such as bearing, gas-seal, guide system element, as indicated in the diagram.
  • the support surfaces of the rings may have projections and/or undulations matching indentations or undulations on the corresponding support surfaces of the combustion chamber components.
  • Figure 175 shows in elevation part of a ring having support surface undulations
  • Figure 176 similarly shows part of a ring having projections or nipples 3203a which also have fuel delivery tubes 3203.
  • the piston assembly and the cylinder assembly are both made up of multiple components held together by fasteners.
  • the device is assembled all together, with first a cylinder component and then a piston component and then another cylinder component and so on threaded through or onto the fasteners, with each component after being threaded into position located by pins or keys.
  • the components may not easily be made in one piece if of ceramic material.
  • toroidal components made be made up of multiple pieces. For example, considering a toroidal component in plan view, it may be composed of six equal pieces or segments, each arcing through 60 degrees, with optionally a vertical or perpendicular thin compressible gasket and / or some kind of powder between each piece.
  • piston assembly and the cylinder assembly could each have twelve bolts, twenty-four in all, with two bolts running through each piece.
  • Figure 174 the beginning and end of a 360 degree turn of each thread of the tubular fasteners would be separated by five other threads, for a total of six parallel threads. In that way, each of the six segments of a toroidal components would be machined in identical manner.
  • toroidal rings such as components 3155 and 3156 in Figures 170, 172 and 173 and components 3189 and 3190 in Figure 174. in one homogenous piece.
  • toroidal rings are made up of any number of segments assembled in any convenient manner.
  • Figure 503 shows in plan view half of a ring component 11 similar to 3156 in Figure 172.
  • Figure 504 is a typical cross-section through component 11.
  • Holes 23 in segments 12 accommodate fasteners 24, here sized so as to permit charge air circulation between fasteners and faces of holes.
  • the faces of abutment 25 of components 12 are optionally machined, the pieces are assembled, and the band 13 is placed about them by any convenient means.
  • the band 13 is at very high temperature as it is placed in position over the cold or cooled assembled segments so that, when temperature revert to ambient, the segments have expanded and the band has contracted and is strongly loaded in tension.
  • faces 16a and optionally 16b are machined.
  • the assembled ring 11 is heat soaked for a time sufficient to permit faces 25 to fuse together.
  • keys are used to align faces 25 with each other, as indicated schematically at 27.
  • a fine dusting of ceramic powder is placed between the faces 25 to aid any fusing, due to band pressure and /or heat soak before incorporation in engine, and / or during initial operation / running in.
  • the powder may be of the same material as the segment, or it may be of a different ceramic or other material.
  • a thicker coating of ceramic powder or a viscous slurry is placed between the faces, as indicated at 26. Due to band pressure and /or heat soak before incorporation in engine and / or during initial operation / running in, the slurry will dry out and harden and it and /or the powder will fuse to the abutting faces and physically join them to each other.
  • segment faces 16a and optionally 16b are machined before assembly into ring component 11.
  • the segments are held together by any circumferential device loaded in tension to press the segments inwards towards each other, including a band having ends that are progressively pulled or tightened by any means.
  • any circumferential device loaded in tension is removed after the segments are fused together.
  • a piston / rod assembly has been shown to have at least one end connected to a power transfer component, such as a scotch yoke, crankshaft pin or a tensile link to a crankshaft.
  • piston / rod assembly is at its approximate center pivotally mounted in any way onto a power transfer component, so as to permit a small range of movement of piston / rod assembly relative to the power transfer component.
  • piston / rod assemblies and / or cylinder assemblies are held in assembled condition by being sandwiched between metal plates, optionally of toroidal form, attached to each other by fasteners, optionally metal, passing between the plates.
  • any kind of a load transfer component is sandwiched between ceramic components about the center of a reciprocating assembly.
  • at least one of the metal plates close to an extremity of a reciprocating assembly, or the fasteners holding it there, are used to anchor any kind of load transfer component.
  • an air heating device is placed close to the inlet ports of a combustion engine, for purpose of aiding cold start.
  • an outermost ceramic component of a cylinder assembly is fastened or anchored to an outboard metal plate maintaining the cylinder assembly in assembled condition.
  • a fluid delivery device and / or a glow-plug is so mounted, that a substantial portion of it is exposed to charge gas before the gas enters working chambers.
  • a fluid delivery device and / or glow-plug is directly or indirectly held in position by a plate, optionally of metal, optionally one of two that is one of two holding either a piston / rod assembly or a cylinder assembly in assembled condition.
  • fluid lines for fuel and / or lubrication, and / or wires or other members for transmission of electric or electronic circuits or signals such as wires are positioned so that circulating charge gas is in contact with a substantial portion of their cross-section, for a substantial portion of their length.
  • substantial portions of sensing or measuring devices are exposed to circulating charge gas.
  • a thermally insulating casing of an IC engine has a removable panel or door to provide access to any part of an engine, including an exhaust processing volume.
  • the ceramics or other materials used to define the working volumes are not the materials used to define most of an exhaust processing volume.
  • the thermally insulating casing to an engine substantially has three basic parts: 1) an exterior casing of any reasonably hard and durable material; 2) interiorly of the exterior casing, one or more layers or sections of thermally and / or vibrationally and / or acoustically insulating material, or lack of material such as a partial vacuum; and 3) interiorly of the insulating material and / or partial vacuum, an inner structure of any suitable material but optionally of some kind of metal such as steel, to which portions of the engine are affixed and which serves to maintain portions of the engine in defined and unvaried spatial relationship(s) to one another.
  • a member broadly in the form of cone, optionally pierced or discontinuous, is used to transfer work to or from a piston / rod assembly.
  • thermal insulation is placed between a volume for charge gas flow and at least one portion of a piston / rod assembly.
  • a stroke magnifying device is placed between a piston rod assembly and a member transferring work to or from the piston / rod assembly.
  • a device for converting reciprocating motion to rotary motion is placed in the charge gas flow within an engine, optionally partly or wholly within a piston / rod assembly.
  • Figure 505 shows a piston / rod assembly comprising two "rings" 11 arranged in mirror image about each other positioned at mid-point of reciprocation in direction 30, inside a "fixed" cylinder assembly shown dashed at 31 to define two toroidal working volumes 32 and 33 having a common exhaust port 34.
  • Components optionally of ceramic material are shown double-line hatched, those optionally of metal are shown single-line hatched, while those that could be of any appropriate material, including ceramic and / or metal, a re shown cross-hatched.
  • Between the rings 11 when assembled is a ball holder 35 of any configuration and any number of parts.
  • Structural load transfer member 37 enlarges to a ball 38 as its center, which is gripped by the ball holder, to permit ends of load transfer member relatively easy very small lateral movement, shown exaggerated at 38.
  • the piston / rod assembly is held in assembled condition by fasteners 39 bearing on optionally toroidal end plates 40 clamping rings 11 and ball holder 35 all together. Only one fastener is shown for sake of clarity, but any number of fasteners can be used, and in the illustrated embodiment five to eight would be a reasonable number.
  • the plates are separated from the rings 11 by solid and / or compressible inter-layers or gaskets 58, which optionally have thermal insulating properties to restrict heat flow from rings to plates.
  • the fasteners pass through oversize holes 41 in the rings 11 such that charge gas circulates around the fasteners, admitted via passages 42 communicating with the interior of the rings through which charge gas passes via holes or passages 45 in the ball holder 35 optionally in either direction 60, or from charge air holding volumes 44 via one or more passages 43.
  • the rings 11 optionally have a separating interlayer of any kind; if compressible it could be of any material including ceramic mat; if rigid it could be any kind of gasket, or it could optionally be the powders, slurries or other material outlined above that have become fused to each other and / or to the rings.
  • the ball holder 35 could be mounted in a compressible material or gasket 47 of any kind, here shown on three sides but optionally on any number of sides, and the ball is held by an intermediate compressible material or gasket 48 of any kind.
  • a glow-plug 49 held in place by plate 40 and supplied with power via elastomeric or coiled electrical wiring 50, and an air heater 51 for cold start, similarly supplied with power wiring 50.
  • any kind of lubrication can be provided between ball holder 35 and ball 38, including of such material as graphite.
  • elastomeric or coiled line 52 supplies lubricating fluid to the ball joint via passage 52; a fluid delivery device, such as an injector, discharging into an initial combustion zone 59 and held in place by plate 40, supplied via at least one elastomeric or coiled fluid line 55; and a gas heating device 56 for cold start which is mounted on a plate or other member of the cylinder assembly, and at least partly projects into the volume inside the rings during at least portion of an operating cycle.
  • Electrical power supply 57 is symbolically shown coiled, although the cylinder assembly is "fixed", to indicate that the electrical connectors or wires 57, and optionally also the electrical connectors or wires at 50, are at all times mounted in one or more volumes where charge gas circulates, and never passes through hotter parts of the engine.
  • fluid supply line(s) 55 and / or 52 are at all times mounted in one or more volumes where charge gas circulates, and never passes through hotter parts of the engine.
  • the ball joint is so designed as to have sufficient range of movement to permit at least one end of structural member 37 to be connected to a crankshaft.
  • each end of structural member 37 is connected to one of two crankshafts, optionally mechanically linked, such that the crank pins are always substantially at 180 degrees to one another, as measured through the center of the piston / rod assembly.
  • the side loads on the piston / rod assembly are approximately in balance, and there is less likelihood of a clearance gap in an air bearing between piston / rod assembly and cylinder assembly being breached.
  • an elastomeric or "stretch” bearing or other device is incorporated any where in the linkage between the crankshafts, including at least in one of the connections between member 37 end and any crank pin, or at a pivot point located approximately centrally on member 37, to replace the ball joint shown in Figure 505.
  • Any kind of elastomeric or "stretch bearing or other device including such as are disclosed herei, as for example in Figures 55 through 60 and 94 through 96, can be included or adapted to be placed where the ball joint is in the diagram or at any other location in the complete linkage between crank pins.
  • cold start is achieved by using heating coils or other devices to warm charge air before it enters the working chambers, and additionally or alternatively by use of glow plugs.
  • cold start is aided by a period wherein at least part of the entire engine, and optionally any other assembly, within a casing is progressively heated by any means before the engine is started, a procedure best described as pre-start heat soak.
  • the heat soak is achieved in any way, including by heating the fluids within the casing by any means, including heating coils, and / or by heating solid "fixed” or reciprocating components by means of heating elements installed on them or "buried' within them, as shown schematically by heating element 51a shown in dashed line, connected to electrical circuits 50.
  • Figures 506 and 507 illustrate schematically further examples of the embodiments cited above; in each showing the layout on only one side of a center of reciprocation CR.
  • Components optionally of ceramic material are shown double-line hatched, those optionally of metal are shown single-line hatched, while those that could be of any appropriate material, including ceramic and / or metal, a re shown cross- hatched.
  • the piston rod assembly is generally as described in Figure 505, with like components having the same numbers.
  • the piston / rod assembly rings 11 are held in assembled condition by means of fasteners (not shown) on axes 96, plates 40, and optional inter-layers or gaskets.
  • Between the rings 11 when assembled is a flanged perforated cone 66 terminating in any convenient bearing 67 connected to a scotch yoke plate or member of any kind 68, optionally having holes 68a for charge gas circulation, which has an elongate slot 135 communicating with at least one crank pin 69 traveling along path 70 on a crankshaft.
  • the cone has holes 73 permitting charge gas flow broadly in direction 60 to and from charge gas volume 42.
  • a second cone, indicated at 68a is linked to a second scotch yoke.
  • the crankshaft bearing(s) (not shown) are supported on a structure, indicated schematically by dashed lines 72, fastened to the plate 71 , optionally with inter-layers or gaskets 58, which is part of the cylinder assembly.
  • any type of scotch yoke is used, including as disclosed herein, and component 68 can be any type of single, double or split plate or any structure having an elongate slot.
  • the bearing at 67 is omitted, and the cone component 66 is integral with plate component 68.
  • component 68 is not cone shaped, but of any convenient form, including flat, domed, pyramid-like, etc.
  • one or more components 68 are replaced by one or more connecting links loaded in any manner having "big end” and “small end” bearings. If there are two connecting links and two crankshafts and they rotate synchronously, at least one of the bearings is of the elastomeric or variable type, optionally as disclosed herein.
  • the cylinder assembly comprises two rings 31 arranged in mirror image about each other separated by hollow spacers 74 located one or more exhaust ports 34 common to both working chambers, with plates 71of any material but optionally of metal outboard of each ring, all held in assembled condition by one or more fasteners, each comprising a partly threaded hollow metal tube 75, washers 76 and nuts 77.
  • the axis of another fastener is indicated at 96.
  • the fastener passes through oversize holes in rings 31 and spacer 74, and holes 78 in the faster permit charge gas from volume 44 to circulate in the space between fastener and holes, as indicated by arrow 79.
  • a scoop 80 is threaded onto the end of the fastener.
  • all or part of the fastener arrangement shown in this Figure is adapted to fasteners in piston / rod assemblies.
  • Insulation 62 to exhaust volume abuts plates 71 and structure 65, which is here shown holed or discontinuous for any reason, including to save weight.
  • one or more partial vacuums are provided in the casing assembly at any suitable location, including at discontinuities in structure 65, as shown by way of example at 81.
  • Plate 71 is attached to slotted brackets or flanges 91 attached to structure 65 by means of shims 92, threaded studs 93 and nuts 94.
  • stiffening flanges are provided, as shown at 95.
  • the section through the lower portion of ring 31 is taken where there is no fastener; the enclosure for one, indicated by chain-dashed line 96, is shown in elevation at 82.
  • One or more fluid delivery assemblies 54 is held in position by plate 71 , and supplied with fluid from a gallery 83, optionally having heat transfer fins 84 and optionally toroid or ring-shaped. By varying the volume of the gallery and the degree of finning, the temperature of the fuel relative to that of the charge gas can be regulated.
  • a curved glow- plug shown dashed at 49 is inserted into a curved hole is held in place by plate 40 and supplied with power by elastomeric or coiled wiring 50.
  • Figure 507 shows a stroke magnifier deployed in the center of piston / rod assembly, optionally similar to others disclosed previously.
  • the bearing is connected to any kind of structural member 89, in turn connected to any kind of reciprocating mechanism, including any kind of electric motor / generator.
  • Flange 86 is mounted in depressions or recesses in the rings 11 between sets of springs 96 of any suitable material, including metal.
  • the springs 96 are based on an annular plate 88.
  • Plates 40 optionally with inter-layers or gaskets 58, hold the piston / rod assembly together by means of fasteners (not shown here), optionally as described elsewhere herein.
  • a curved fluid delivery assembly 54 in mounted in an equally curved hole 54 in ring 11 and secured in place by plate 40 and supplied with fluid via elastomeric or coiled fluid line 50.
  • the arrangement at 97 shows schematically how a curved injector or glow-plug 98 is mounted in an over size hole 99 by means of a press fit at bottom and a recess in plate 40 precisely locating the head.
  • charge gas is encouraged to circulate in the space between injector or glow-plug and the walls of the hole by any convenient means, including one or more holes in plate 40 and / or the provision of one or more funnels or scoops 80, optionally similar to that of Figure 506.
  • rings 31 are not attached to each other, providing opportunity for an unobstructed circumferential exhaust port 34. Instead, each ring is attached to plate 71 by means of one or more crooked fasteners 100, each mounted in specially shape recesses 105 in ring 31.
  • Plate 71 is turn fastened to structure or frame 65 by any convenient means, optionally welding,as shown at 101.
  • stiffening flanges 95 are provided.
  • the exhaust processing volume 61 has a hatch or door 103, of material similar to outer skin 63 of casing, attached by fasteners having axes 102, for removal or replacement or refurbishment of filamentary or any other material 104, and / or for replacement of exhaust volume insulation 62.
  • plates 40 and 71 are not single complete annular plates, but are a series of plates and / or other pieces.
  • Figures 508 and 509 illustrate schematically further examples of the embodiments cited above; in each showing the layout on only one side of the center of reciprocation CR.
  • Components optionally of ceramic material are shown double-line hatched, those optionally of metal are shown single-line hatched, while those that could be of any appropriate material, including ceramic and / or metal, a re shown cross- hatched.
  • Figure 508 shows a piston / rod assembly positioned at mid-point of reciprocation comprising two "rings” 11 arranged in mirror image about each other, reciprocation in direction 30, inside a "fixed” cylinder assembly which includes a further two “rings” 31 arranged in mirror image about each other to define two toroidal working volumes 32 and 33, having a common exhaust port 34 communicating with an exhaust processing volume 61, at least partly lined with thermal insulation material 62.
  • the cylinder assembly is held together by two plates 71 and fasteners on axes 96, each comprising a threaded bolt 108, washers 76 and nuts 77, the bolt located in oversize holes 109 in rings 31 and spacer piece 74, in an arrangement indicated at "A".
  • a passage 110 is provided in ring 31 which communicates with the volume 109 between boltlO ⁇ and hole 109 wall and with an attachment cylinder 111 mounted on plate 71.
  • a hose or line 110a supplies any fluid, including charge gas and / or liquid coolant, to circulate in volume 109.
  • a second passage 112 is provided from the other end of hole 109 to run through the entire assembly back through head 71 to terminate in a second attachment cylinder 111 and fluid return line or hose 112a, so permitting a broadly uni-flow of fluid through hole 109.
  • Such fluid flow is here provided for cooling of the fastener, but is optionally provided for any other reason.
  • the piston / rod and cylinder assemblies disclosed here do not have as principal components the pairs of rings arranged in mirror image about each other as generally disclosed herein, but have any number of principal components of any configuration, arranged in any manner.
  • all the portion of a piston / rod assembly in contact with one or more working volumes is of one piece.
  • a pressure measuring device 113 is shown attached to a holed tube 114, with both mounted in an oversize hole 115 in ring 31.
  • the volume within hole and tube communicates via aperture in plate 71 with attachment ring 111 and fluid supply line or hose 110a, which provides pulsed fluid as described above.
  • the piston / rod assembly including rings 11 is held in assembled condition by a series of straps 116 terminating at each end in a head holding a bolt 118 which is tightened onto an annular load distribution plate 119.
  • an inter-layer or gasket is provided between plate 119 and ring 11, as shown previously.
  • the straps are passed through oversized holes 120 in a load transfer plate 121 clamped or sandwiched between recesses in rings 11 , the holes permitting charge gas circulation to and from charge gas volume 42 as indicated by arrows 60.
  • Load transfer plate has stiffening structure 129 on which are mounted any kind of device(s), here indicated by crosses 124, for forming a clamped attachment to tensile link 123, here a cable which passes over one or more rollers 124 then through a crank pin bearing 125 describing path 70, through a spring 126 and collar 127 to terminate in any kind of enlargement, here a knot 128, unable to pass through collar, spring or bearing.
  • crank pin is mounted on a crankshaft (not shown), in turn mounted in or on a support structure, indicated dashed at 72, which is rigidly attached by any means to plate 71.
  • the straps 116 are so spaced as to not foul support structure 72.
  • the tensile link 123 passes through the entire piston / rod assembly, as indicated dashed at 130, to connect to second crankshaft.
  • any kind of off-set drive shaft, shown chain dashed at 131 is passed through the piston / rod assembly for any purpose, including to drive another mechanism or to mechanically link two crankshafts.
  • Figure 509 shows a piston / rod assembly positioned at mid-point of reciprocation comprising a single "ring” 106 (approximately of the forms of the combination of the two “rings” 11 arranged in mirror image about each other in the earlier Figures), reciprocating in direction 30 inside a "fixed” cylinder assembly including a further two “rings” 31 arranged in mirror image about each other to define two toroidal working volumes 32 and 33, having a common exhaust port 34 communicating with an exhaust processing volume 61.
  • ring 106 is divided into any number of components of any configuration.
  • the cylinder assembly comprises two "rings" 31 arranged in mirror image about each, and held in assembled condition by means of fasteners, axes shown at 96, and plates 71 bearing on inter-layers or gaskets 58.
  • Two load transfer bowls 132 are placed over inter-layers or gaskets 58 of any suitable material which are placed on the faces of rings 11, and are coupled by any type of fastening, including bolts 108, washers 76 and nuts 77, in such a manner as to clear thermal insulation 107 mounted to interior surfaces of rings 11.
  • Holes 120 are provided in the bottom of the bowls 132 to permit circulation of charge gas to and from charge gas volume 42, as indicated by arrows 60.
  • At least one bowl has a load transfer structure of any kind, including the plate 133 shown here, optionally holed as at 134, which includes a scotch yoke having an elongate slot 135 which drives a crank pin 69 having path 70 mounted on a crankshaft (not shown), which is in turn mounted in or on a structure, indicated dashed at 72, which is fixedly attached to plate 71.
  • a load transfer structure of any kind, including the plate 133 shown here, optionally holed as at 134, which includes a scotch yoke having an elongate slot 135 which drives a crank pin 69 having path 70 mounted on a crankshaft (not shown), which is in turn mounted in or on a structure, indicated dashed at 72, which is fixedly attached to plate 71.
  • any kind of scotch yoke is used, including as disclosed herein.
  • the other bowl 132 also has a similar structure comprising a scotch yoke to drive a
  • any kind of drive shaft shown chain dashed at 131 is passed through the piston / rod assembly for any purpose, including to drive another mechanism or to mechanically link two crankshafts.
  • a drive shaft is in any convenient position, including in the center of the piston / rod assembly if at least portions of the load transfer structure 133 are off-set.
  • Elestomeric or coiled or folded electric and / or electronic circuits 50 communicate with a charge gas temperature and pressure measuring instrument, indicated schematically at 136, and with a heating coil 137 for purpose of heating charge gas just prior to entry into inlet port when open, both mounted on bowl 132.
  • the heating coil is switched on just prior to inlet port opening and switched off just before inlet port closing.
  • a crankshaft supporting structure is not fixedly attached directly to the cylinder assembly as shown above, but is instead attached to a structural portion of the engine casing.
  • a piston / assembly reciprocates in a cylinder assembly and a passage for charge gas situated within the piston / rod assembly is large enough to accommodate a substantial portion of a mechanism of any kind, including an electric motor and / or generator, a crankshaft, a scotch yoke assembly, a connecting link to a crankshaft or scotch yoke assembly, gearing or transmission of any kind, a pump, a compressor, an exhaust gas treatment volume, a Stirling engine, a steam engine, and / or any kind of turbine.
  • a mechanism of any kind including an electric motor and / or generator, a crankshaft, a scotch yoke assembly, a connecting link to a crankshaft or scotch yoke assembly, gearing or transmission of any kind, a pump, a compressor, an exhaust gas treatment volume, a Stirling engine, a steam engine, and / or any kind of turbine.
  • FIG. 510 shows very schematically the overall layout of one embodiment of a "pancake” engine, wherein "fixed” portions are shown parallel-line hatched, and reciprocating portions single-line hatched..
  • a piston / rod assembly 2 shown at center of reciprocation CR moves in directionl 1 , with extremes of reciprocation shown dashed at 10, inside a cylinder assembly 1.
  • Twin toroidal combustion chambers 6 occupy band “A”
  • twin toroidal charge gas compression chambers 7 occupy band “B”
  • twin toroidal exhaust gas compression chambers 8 occupy band “C”, with a circumferential exhaust processing volume shown at 9.
  • Charge gas circulates as indicated by arrows 12 through the interior of the piston / rod assembly 2, in which is housed any kind of machinery or apparatus, indicated by diagonally crossed rectangle 5, which is attached to structure, indicated by dashed lines 4, mounted onto the cylinder assembly, optionally along the lines shown in Figures 506 and 508.
  • Figure 511 shows very schematically the overall layout of another "pancake” engine, wherein “fixed” portions are shown parallel-line hatched, and reciprocating portions single-line hatched.
  • a piston / rod assembly 2 shown at center of reciprocation of the engine CRE moves in directionl 1, with extremes of reciprocation shown dashed at 10, inside a cylinder assembly 1.
  • Twin toroidal combustion chambers 6 occupy band “A”, with a circumferential exhaust processing volume shown at 9.
  • Charge gas circulates as indicated by arrows 12 through the interior of the piston / rod assembly 2.
  • Two rotating electric motor / generators are shown schematically by solid rectangles at 13, anchored to support structure 4.
  • any kind of springing including gas springing and mechanical springing, is used between a reciprocating component and a "fixed" component to counter balance the force of gravitational attraction, optionally to bias the reciprocating component to the center of reciprocation CR when the engine is inoperative and at rest.
  • arrows 15 indicate two of multiple mechanical springs Unking the center of the piston / assembly to support structure 4.
  • the machines 13 have axes of reciprocation and / or rotation oriented at any angle and / or in any convenient direction, including parallel and / or perpendicular to CRE.
  • CRl shows an axes parallel to the left machine 13
  • CR2 shows an axis parallel to that of the right machine 13, going "into the page”.
  • one principal component of a linear or reciprocating electrical motor and / or generator is supported by any kind of springing from a piston / rod assembly in such a manner that its stroke is magnified.
  • the windings of a principle moving component of an electric motor and / or generator cause work to be transferred between two or more stators.
  • at least one of the multiple stators also moves, for example along the lines disclosed in Figure 502.
  • the moving component of the two principal components of an electrical motor and / or generator is supported by any kind of springing, including gas springing and mechanical springing, in such a way that the force of gravitational attraction on the moving component is effectively reduced and / or at least partly counter-balanced.
  • Figure 512 shows schematically the overall layout of part of another "pancake” engine, wherein “fixed” portions are shown parallel-line hatched, and reciprocating portions single-line hatched.
  • a piston / rod assembly 2 shown at center of reciprocation CR moves in directionl 1 a total of five dimensional units, with extremes of reciprocation shown dashed at 10, inside a cylinder assembly 1, to define twin toroidal combustion chambers 6 having a common exhaust port 16.
  • Charge gas circulates as indicated by arrows 12 through the interior of the piston / rod assembly 2.
  • the reciprocator 19 is supported by central springs indicated by arrows 20, and by side springs indicated by arrows 21 and 22, with anchorage points indicated by small circles.
  • the springs are so balanced in relation to the work produced by chambers 6, that the reciprocator travels to an extreme position indicated at 24.
  • gas of any kind including charge gas is supplied under pressure via supply line(s) 25 to passages 26 in either reciprocator 19 and /or stator 17, to provide a gas bearing and / or to function as coolant.
  • optionally fluids of any kind including liquids or charge gas is supplied under pressure via supply line(s) 27 and return line(s) 28 to passages 29 in either reciprocator 19 and /or stator 17, to function as coolant.
  • the springs can be further adjusted or tuned to compensate for gravitational attractive force indicated by arrow G on the moving components. For example, if G is the direction indicated at "GA”, then springs in the upper half of the diagram would be stronger than those in the lower half of the diagram. If the engine were turned through 90 degrees and G is the direction shown at GB, then springs 21 would be stronger than springs 22, with springs 20 probably omitted.
  • the gravitational force on a reciprocating or rotating component is compensated or balanced by springing of any kind, including gas springing and mechanical springing.
  • springs indicated by arrows 30 are positioned as shown, with those in the upper half being stronger if G is in direction GA.
  • any moving components have their gravitational attraction at least partly compensated by springing.
  • the springs indicated in Figure 512 by the arrows are of any kind, optionally coiled metal springs.
  • a substantial portion of the interior of a piston / rod assembly is used to convert reciprocating motion into rotary motion, by any convenient means, including the use of crankshafts and connecting links, the connecting links including such as scotch yokes.
  • a mechanism converting reciprocating motion to rotary motion is directly or indirectly coupled to a rotating machine of any kind located substantially within a piston / rod assembly, such machine including a transmission, a differential, an electric motor and / or generator, a compressor, a pump, a turbine or any other device.
  • Figure 513 shows schematically the overall layout of part of a further “pancake” engine, wherein “fixed” portions are shown parallel-line hatched, and reciprocating portions single-line hatched.
  • a piston / rod assembly 2 having thermal insulation at 31 shown at center of reciprocation CR moves in directionl l, with extremes of reciprocation shown dashed at 10, inside a cylinder assembly 1, to define twin toroidal combustion chambers 6 having common exhaust port 16.
  • Charge gas circulates as indicated by arrows 12 through the interior of the piston / rod assembly 2.
  • Two structural frames 4, one behind the other, are fixed to cylinder assembly 1 and support toothed contra-rotating crankshafts 32 on axis 33 having crank pins 69 communication with an elongate slot 135, in an arrangement similar to that of Figures 119 and 120.
  • the frames are likely to comprise members which are connected to each other after the engine itself is assembled, and frame members can be passed through the interior of the piston, before final frame assembly.
  • Slot 69 is in a plate 34 centered in a bowl 35 that is attached to the piston / rod assembly via load bearing annular plate 36 and fasteners on axes 37.
  • bevel gear 38 on shaft 39 drives any rotary machine, including an electric motor and / or generator, indicated by crossed rectangle 40.
  • bevel gear 38 drives shaft 41 which engages with any other machinery (not shown).
  • the features of Figures 119 and 120 are adapted to cause shafts 39 and 41 to turn at different rotational speeds.
  • the engine is a module of compound machine such as an electrical motor and / generator set or such as a pump set, and the engine is adapted to have fitted approximately in the space indicated at 40 alternative secondary mechanical devices such as generators or pumps or compressors, and optionally adapted to have fitted interchangeable frames of differing configuration.
  • an engine and optionally also its casing, can be manufactured to be substantially usable in a multiplicity of compound machines.
  • fluid cooling is supplied separately to an individual fuel delivery device, such as an injector, or heating device, such as a glow plug.
  • Figure 522 shows schematically part of an engine 51 held in place by plate 53 and gasket 54, defining a working chamber 51, in which a fluid delivery device 55 is mounted with its own gasket 58, along lines described previously, and to which a fluid supply line 56 is attached. Fluid delivery is shown at 57.
  • the device is surrounded by an integral housing 59 defining a space divided into linked concentric internal 61 and external 62 volumes by partition 60 extending from the top of housing 61 to close to the bottom Tubes 62 connected to top of housing 61 penetrate the plate 53 and are connected to cooling fluid line in 63 and cooling fluid line out 64 in such a way that lower temperature cooling fluid, indicated by dashed arrows, can pass down the inner portion of the volume 61 , down to the bottom of partition 60 and, now warmer, up through the outer portion of the volume 62.
  • cooling fluid is pumped through the volume in the flow described.
  • cooling fins 65 are provided anywhere within the housing 59 or on the device 55, and / or compressible material 66, optionally providing thermal insulation, sound deadening and / or vibrational damping, is provided between housing 59 and engine portion 51.
  • the cooling fluid is charge air, so that heat energy given up to it is not wasted but used by the engine.
  • a casing housing the engine of the invention consists of at least two basic elements, comprising an outer portion separated from an inner portion which contains the engine, such that the inner portion is capable of significant independent movement relative to the outer portion, so that this configuration of multiple-part casing functions as vibration damper.
  • Figure 523 shows schematically two versions of such a casing, one on each side of a centerline CL.
  • Both versions have an exterior skin 71 of more or less rigid material, elastomeric and /or flexible bridges for liquid fluid lines 76, gas fluids 78, electric circuits 79, and a frame or structure 75 which supports the engine of the invention together with any secondary machines, all together indicated figuratively by diagonal line 80. Range of movement of structure 75 relative to skin 71 is shown schematically by dashed lines 81.
  • the skin is optionally not integral, but has a removable portion or lid 72, attached to skin 71 by fasteners, axes shown at 73.
  • Between skin / lid and structure is any compressible material, optionally of fibrous or wool-like configuration, which optionally also functions as thermal insulator and / or acoustic damper.
  • the structure has holes 77 to save weight.
  • thermal and / or acoustic insulation 85 is applied to the inside of the skin 71 , and the space between it and structure 75 is a partial vacuum, with any kind spring, optionally the metal coil springs 84 shown here, serving to attach structure 75 to skin 71.
  • load distributer or anchorage plates are placed at the ends of the springs, as shown dashed at 86.
  • the engine of the invention is a sealed disposable unit, which is not serviced or repaired but discarded when its useful life to the operator is over, and / or it is returned to the manufacturer for recycling and / or refurbishing. None of the features of the above two Figures are shown at any particular scale relative to one another.
  • the engine is a module of compound machine such as an electrical motor and / generator set or such as a pump set, and the engine is adapted to have fitted approximately in the space indicated at 40 in Figure 511 alternative secondary mechanical devices such as generators or pumps or compressors, and optionally adapted to have fitted interchangeable frames of differing configuration.
  • an engine, and optionally also its casing can be manufactured to be substantially usable in a multiplicity of compound machines, each having interchangeable secondary machines within them.
  • a casing including thermally insulating material has enclosed within it the engine of the invention and additionally any one or more other reciprocating and / or rotating machines, as disclosed herein.
  • the axis or axes of the secondary machine(s) are at any convenient angle, and / or have any convenient orientation, relative to the engine of the invention and / or the casing, as shown for example in Figure 511.
  • working volumes have been indicated as having circular, cylindrical or toroidal form. In alternative embodiments, working volumes are of any form, including of oval, oval toroidal, rectangular or irregular. In this entire disclosure, where there has been reference to identical components arranged mirror image about each other, what is meant is substantially identical, without consideration of small differences such as passages for fluid, minor dimensional differences, inserts or holes to be used for attachment purposes, etc.
  • any of the engines disclosed herein are adapted in any manner for reversed fluid flows, such that charge gas enters via a volume in the cylinder assembly and exhaust gas leaves via the interior of the piston / rod assembly.
  • any of the engine arrangements disclosed herein, including in Figures 503 to 513 and Figures 522 through 537. are adapted to the engines, and craft or vehicles having engines, of Figures I through 425, Figures 462 through 501, and Figures 514 through 521.
  • Figures 172. 173 and 174 all show tensile fasteners of circular cross-section arranged parallel to the axis of reciprocation.
  • the fasteners could have any appropriate cross-section, including that of straps or thin strips of sheet, arranged at any angle to the axis of reciprocation.
  • Figure 177 shows very schematically a system of strap-like fasteners 3209 arranged at angle to and constant radius from the axis of reciprocation. In most applications there would have to be a second and corresponding system of fasteners angled either in the opposite direction or parallel to the axis of rotation (not shown).
  • Figure 179 the arrangement of Figure 179 can be considered, wherein 3205 are fluid delivery points, 3206 equal length passages, 3207 a gallery all arranged within a tube 3208.
  • the modular working or combustion chamber layouts of Figures 163 through 174 have been designed to be used for engines wherein component assembly 3004 only reciprocates, or it both reciprocates and rotates. According to which, the function of the components such as 3166 to 3169, 3204 attached to the structural elements (such as fasteners, tubes) may vary, either being linked to guide systems or some kind of crankshaft.
  • the combustion chambers are assumed to be of regular toroidal configuration, but the concepts and sections could be applied equally to sinusoidal toroidal combustion chambers (as are disclosed in Figures 138 through 144). should compound motion of 3004 be desired.
  • components 3004 and 3007 could be reversed, in that 3004 is fixed and 3007 reciprocates or reciprocates and rotates relative to 3004.
  • component 3007 may be mounted to rotate in any housing or casing. All the components shown in Figures 170 through 174 can be constructed of any suitable material. Generally it will be preferred that the combustion chamber components 3155, 3156, 3189, 3190 be of ceramic material, while the fastening or structural components 3164, 3165, 3192, 3198 be of metallic material. Components 3180 (inlet port ring) and 3187 (transfer port ring) could be suitably constructed of ceramic or metal (as well as other material). Other spacer components to be of any suitable material.
  • components have been shown abutting each other.
  • any kind of suitable inter-layers or materials could be used, including gaskets, ceramic wool, etc.
  • inter-layers are generally not illustrated in Figures 170 to 174. but a double gasket 3155a is shown by way of example between the upper pair of components 3155 in Figure 170.
  • components are coated with a powder, say by electrostatic deposition, prior to assembly, which remains as a very thin spacer between components after final assembly.
  • the composition of the powder may be such as to cause it to slowly bond to one or another of the components with increased engine use, and exposure to heat and cooling.
  • the entire IC engine, compressor or pump can be heat soaked for a period to allow the powder to bind to adjacent surfaces.
  • all or part of the fuel supply system and the at least partial electronic control of engine operating parameters disclosed schematically in Figures 1, 13, 16 and 20 is adapted any of the engines of Figures 163 through 166 and 170 through 174.
  • exhaust gas processing volumes of various forms have been shown inside an engine or engine casing. Included are the cylindrical volumes B in Figure 163 and volume C in Figure 166 - basic form summarized in Figure 180, the tubular volumes B in Figures 164 and 166 as well as volumes 1008 in Figure 20 and 1290 in Figure 2J_ - basic form summarized in Figure 181 , and the semi-rectangular volumes similar to 1310 in Figure 97 - basic form summarized in Figure 182. These semi-rectangular forms are usually associated with an engine with a rectangular casing or housing, which defines part of the exhaust processing volume.
  • the exhaust gas processing volumes also known as reactors
  • the exhaust gas processing volumes can be outside the engine or engine casing, in much the same manner as exhaust manifolds are presently attached to engine blocks or cylinder heads.
  • the many examples illustrated will show externally applied reactors, but the features and principles disclosed may also be applied to reactors or volumes within an engine.
  • the volume closest to the port is the exhaust manifold, which in the invention is adapted to work as an exhaust emissions reactor.
  • Such adaption may include enlarging its volume and / or incorporating special materials, products or devices within the manifold expressly to hasten chemical reactions.
  • the manifold may be adapted by enlarging the volume and perhaps changing the cross-sectional form of the typical common tube, and retaining the stub manifolds attached to it and which bolt onto the typical engine block.
  • the exit to the reactor is optionally wholly or partly closed during at least a portion of the cold start period.
  • many of the examples and features illustrated will be relevant to externally applied reactors, but the features and principles disclosed may also be applied to reactors or exhaust handling volumes within an engine.
  • the exhaust processing volumes or reactors of the invention are shown in this disclosure by way of example in a variety of configurations, assembled and mounted in different manners. These volumes or reactors may have any appropriate configuration, method of assembly and method of mounting, including those not shown or described in this disclosure.
  • an exhaust emissions reactor may be mounted hard up against the engine, with the exhaust ports discharging directly into the reaction volume.
  • An embodiment is shown by way of example in Figures 183 to 185, where the reactor assembly comprises an outer casing 10 made of any convenient material including metal, an inner chamber 11 of solid ceramic material optionally having significant thermal insulation properties which substantially conforms in shape to the inner surface of the outer casing 10, and a layer of to a degree compressible material 12 interposed between the inner chamber 11 and outer casing 10.
  • the compressible and / or fibrous material optionally has thermal insulation properties.
  • the compressible or fibrous material has substantial thermally insulating effect.
  • the periphery of both the outer casing 10 and layer of fibrous material 12 are provided, respectively, with flanges 13 and 14, having a plurality of aligned apertures through which bolts 15 pass to mount the reactor assembly on an engine 16 so that all the exhaust openings 17 of the engine communicate with the interior of the inner ceramic chamber 11.
  • Filamentary material such as nickel chrome alloy is accommodated in the inner chamber 11 in two forms, first randomly disposed wire 18, and second a spiral coil 19 of thicker wire mounted adjacent each exhaust opening 17, in order to reduce the velocity of the exhaust gases beyond the opening.
  • the interlayer 12 is compressible partly to compensate for differing coefficients of thermal expansion of the casing 10 and the chamber 11.
  • the compressible material 12 may be of any form including foamed of fibrous, and be of any type, including ceramics or plastics and, in a selected embodiment, comprises ceramic mat or fibre.
  • the contents of the chamber, ie gases and filamentary material are maintained at a high temperature, so that the exhaust gases discharged from the engine cylinders continue to react as quickly as possible after entering the ceramic chamber.
  • the filamentary material 18 acts as a filter to trap any solid particles in the exhaust gas, where they can slowly decompose over time, and induces localized turbulence which pushes the maximum quantity of gas into contact with the hot surfaces of the filamentary material in the shortest possible time.
  • the ceramic material selected for the chamber 11 has only modest thermal insulating properties, then the compressible interlayer has significant thermal insulating properties. It can made thicker than shown in the schematic Figures 184 and 185.
  • the spacers may comprise separate components, or they may comprise projections on either casing or chamber.
  • Figure 187 shows by way of example a volume of air 12a between casing 10 and chamber 11, which has spacer projections 12b at intervals.
  • a valve member 20 is pivotally mounted on a spindle 21 adjacent the discharge end of the reactor assembly.
  • the metal casing 10 and layer of compressible material 12 are provided, respectively, with flanges 22 and 23 which, as shown in Figure 185, are connected by bolts 24 and retaining nuts 25 to the flange 26 of an exhaust pipe 27 forming part of the exhaust system, say of a vehicle.
  • valve 20 Under cold starting conditions, the valve 20 is closed either manually or automatically, generally a few cycles after firing commences, by linkage 28, so that the newly fired exhaust gases are retained in the chamber 11 to ensure a rapid temperature rise therein, until a predetermined pressure is reached, whereupon the valve member 20 is opened, at least partially. Conveniently, this may be effected by having the valve 20 biased to a closed position by a torsion spring (not shown), operative only during the cold start procedure, and mounted on a spindle 21 which is placed so that the increased pressure in the reactor assembly applies a turning moment to the valve member 20, which commences to open when the moment exceeds the closing force exerted by the spring.
  • a torsion spring not shown
  • a pressure relief valve 40 and passage 41 may be provided in the chamber anterior to the valve member 20.
  • the valve at the discharge end of the reactor retains the hot exhaust gases in the chamber with a consequent rapid rise in the temperature of the filamentary material, which in turn assists in the continued reaction of the trapped gases.
  • a similar, although less intensive, effect is achieved by the partial closure of the valve member, which by the build up of pressure delays the normal passage of the exhaust gases, which thereby remain longer in contact with the filamentary material and heated surfaces and react more completely.
  • any convenient means may be used to restrict cold start during initial engine and reactor warm up.
  • the reactor housing is of monolithic ceramic material, and / or part of the filamentary material is mounted in the exhaust port, as shown by way example in Figure 186.
  • one end of the spiral coil 29 which has a thickened externally threaded base is screwed directly into the exhaust processing volume opening(s) at the exhaust port 17.
  • the reactor housing shown partly in section at 42 is held in position by "L" clamps 43 and bolts 15.
  • each opening 17 is provided with a sleeve 30 of ceramic material which has a layer of compressible and / or fibrous material 31 interposed between its outer surface and engine 16.
  • a skin 32 of metal or other material, optionally having catalytic effect, is shown placed within the insulation of the reactor in order to assist in the reaction process.
  • this skin of metal or other material is of no significant thickness and constitutes a film which has been applied by a deposition process, or a leaf (say of similar configuration to gold leaf) applied by pressure and / or adhesive.
  • the film may further be applied to a say ceramic structure by means of depositing the material in powder form on the surface of a mold during the process of manufacturing such ceramic structure. Where this process entails forming under heat and / or pressure, the foreign material will be bonded to the ceramic to substantially form a film.
  • Skin 32 may be continuous, or may be discontinuous and applied only in selected portions of the reactor.
  • the reactor may be constructed as already described, ie either from solid ceramic or a multiple layered construction comprising an internal skin of ceramic, an interlayer of compressible material such as fibrous ceramic wool, and an external structural casing of metal or of any other appropriate material. Alternatively, any other suitable may be used for any portion of the reactor assembly.
  • the housing may be of composite construction, eg with one layer manufactured inside or outside of another already manufactured layer. In this way, a layer of high temperature resin, having very good insulation qualities but not very resistant to abrasion or corrosion, may be formed outside of a ceramic shell which, because of its hardness and greater temperature tolerance, will be less resistant to attack by the exhaust gases, as more fully described subsequently.
  • the device described above will act as a thermal / catalytic exhaust gas reactor, that is to say, it is capable of achieving its objective of hastening the process of reaction by the provision of both a high temperature environment and a catalytic action in the same reactor assembly.
  • the temperature aspect which is in general more important, ie more effective, and the catalytic action can be said to be, in some applications, an assistance to the temperature-oriented process. It is possible, with basically very clean engines, to envisage de-polluting the exhaust gases to the highest standards with negligible or coincident catalytic action.
  • catalysts are positioned within the reactor assembly to assist in the removal or transformation of the undesirable constituents in the exhaust gases.
  • the embodiment of Figure 187 relating to metal or other films described above shows how a catalyst may be associated with the internal surface of the reactor, but to be properly effective the catalyst should be present throughout the chamber, so that all the gases may be exposed to catalytic action. Catalysts may be incorporated in or with the filamentary material disposed within the chamber.
  • catalyst is often meant materials with very strong catalytic action such as noble metals like platinum, palladium, etc.
  • catalyst is meant to be any material having a significant, measurable catalytic effect and thereby is certainly included materials having only moderate catalytic effect, such as nickel, chrome, nickel / chrome alloys, certain ceramics such as alumina, etc.
  • Nickel / chrome alloy is an especially suitable material, since it is not too expensive and is relatively resistant to corrosion, abrasion and high temperatures, having a moderate to good catalytic rating.
  • nickel / chrome tends to form surface films of nickel chrome oxide, which has a catalytic rating considerably better than that of its base.
  • the conventional approach to the provision of catalytic action within exhaust reactor systems involves the placing of strong catalysts such as noble metals in small quantities on a supportive material, such as a ceramic substrate.
  • the filamentary material may have deposited on it small quantities of another material having catalytic properties.
  • the filamentary material may be constructed of a material which itself has a moderate to good catalytic effect, such as nickel / chrome alloy, or alumina.
  • the filamentary material may consist of any metal including high temperature metal alloy, such as stainless steel, Iconel, or ceramic material, or polymers, hydrocarbons, resins, silicons, including any of the materials' oxides, etc.
  • filamentary material portions of interconnected material which allow the passage of the gases therethrough and induce turbulence and nixing by changing the directions of travel of portions of the gas relative to each other.
  • Such material conveniently takes the form of random or regularly disposed fibers, strands or wires, but may also take the form of multi-apertured sheet or slab, cast, pressed or stamped three dimensional members having extended surfaces.
  • the invention will constitute a very effective thermal reactor.
  • High working temperatures will be attained because of the reactor's close proximity to the exhaust openings, which discharge directly into the reaction volume, and its shape which entails a small external surface in relation to volume, so keeping heat loss to a minimum.
  • the shape of the housing which in the embodiment of Figures 183 to 185. can broadly be described as a form of inverted megaphone, and the presence of filamentary material (perhaps of a wool- like configuration) internally, it will act to a significant degree as a muffler.
  • the present reactors will either require less catalysts for a given degree of exhaust cleansing, reducing system cost, or the same amount of catalysts will provide greater cleansing. Most of the benefits described herein, especially those relating to temperature, will be greater if the reactor is all or part of an exhaust processing volume contained within an engine.
  • the beneficial effects of the high ambient temperature are most efficiently exploited in the present invention principally through the provision of filamentary material, which exposes the exhaust gas to a multiplicity of hot surfaces. It is known that for some reason, apparently still not fully understood by thermodynamicists, chemical action more readily takes place in the presence of a heated surface. This phenomenon is distinct from catalytic action, which relates to the nature of materials.
  • the provision of multiple, closely spaced heated surfaces in the form of filamentary material ensures that every portion of the continuously reacting exhaust gases is in close proximity to a heated surface. Further, the exhaust gases are immediately exposed to such surfaces on leaving the port, when they are at their hottest and most ready to react.
  • the filamentary material has the additional advantage of inducing minor turbulence, causing the various portions of the gases to mix properly with each other, thus helping the reaction process and also causing some heat to be generated by the kinetic energy of gas movement.
  • This turbulence is important for another reason, in that it allows the composition of the gases more readily to "average out.”
  • different products are formed in the various portions of the cylinder, due to differences in temperature, the variable nature of flame spread, locality of fuel entry and of any spark plug, presence of fuel or carbon on the cylinder walls, etc.
  • these differing products of combustion are mixed to some degree in their passage through the port, but nevertheless pockets of a particular "non-average" gas may persist, and these will not have the proper composition to interact in the desired way. This can occasionally present difficulties, for instance in the long unconnected capillary passages of the honeycomb structures often currently used in catalytic converters, especially if these are mounted too far from the exhaust ports.
  • the nature of the filamentary material of the invention ensures that this proper "averaging out” or intermixing of gas composition takes place.
  • the filamentary material together with the high ambient temperatures, will ensure that the invention will be exceptionally tolerant of particulate matter and impurities or trace materials.
  • the filamentary material especially if at least partly of fibrous or wool-like configuration, will to a great extent act as a trap for particulate matter, without the lodging of such matter in the reactor significantly affecting the latter's performance.
  • Certain other systems, such as catalytic honeycomb structures are sensitive to particulate clogging, damage by impurities originating in the fuel or by operator misuse.
  • the first attempts to solve the emission problems used a thermal approach, because of its many inherent advantages. Work was gradually abandoned because of the great difficulties of the cold-start situation. To be effective the reactors had to be hot; warm up took a considerable time, during which an unacceptable level of pollutants were emitted. It was to overcome this traditional problem that the cold- start procedure of this disclosure was evolved. A reactor inevitably has a considerable mass, so efforts were made by the applicant to devise a system whereby at least the effective working parts of the reactor attained the desired temperature, rather than the whole assembly, including parts not affected in the reaction process.
  • the surfaces of the present invention are its effective working parts, and almost wholly comprise the internal lining of the reactor assembly, which includes thermal insulating material, and the internally disposed filamentary matter.
  • the insulating material such as ceramic, may have a low conductivity and therefore will not significantly transmit heat from the interior of the chamber, nor will it need much heat input to heat the surface molecules to the internal ambient temperature. It is for this important reason that the invention has its reaction volume directly enclosed by insulating material.
  • the interior filamentary material essentially has low mass and extended surface area, unlike the heavier baffles or internal chambers of some other reactors. It is in order to use heat already available from the process of combustion, rather than purposely provided from another source for initial cold start, that the gas exit from the chamber is at least in part closed after firing commences.
  • the reactor gas exit is closed in cold start by mechanical or automatic means after firing has commenced and just prior to the newly fired exhaust gases reaching the closure means, which in the case of four-stroke engines will be somewhere between two and five cycles after firing commences, depending on reactor volume, etc.
  • This allows the residual gases to be expelled, and ensures that all the thermal energy produced by the combustion process and contained in the exhaust gases at the ports is entirely used to heat the working surfaces of the invention, and accounts for its rapid warm up.
  • the newly fired trapped gases are reacting in the desired fashion, but more slowly than they would at normal working temperatures. The fact that they remain much longer in contact with reactor surfaces than they do under normal running high temperature situations compensates for their slow reaction rate and ensures that the first gases are largely pollutant free when they leave the reactor, an important advantage when having to comply with cold-start emissions regulations.
  • the present invention has the unique advantage of producing zero emissions, in fact no exhaust gas whatever, during cold start.
  • the minimum number of cycles (ie firings) needed to reach reactor operating temperature, and the maximum number of cycles which may elapse before the exit need be closed, are sufficiently near overlap to ensure that the newly fired exhaust gases can be totally contained (ie the closure member be totally closed) for at least a substantial, very possibly the whole part of the cold start procedure, depending on such parameters as engine and reactor construction, volume relationships, etc.
  • the closure member remains wholly closed until a pressure is reached inside the reactor, which is just below that which would cause the engine, which is pumping against reactor pressure, to stall on idling.
  • an engine be not usable during the few seconds of the cold start procedure, since pressure below optimum for warm-up procedure must be adopted if allowance is to be made for possible engine engagement.
  • the reactor pressure limit may be increased by the provision of either manual or automatic special engine setting, such as altered ignition or valve timing, special fuel mixtures, alteration of compression ratio, etc., during the cold start procedure.
  • the gas exit closure member may either (a) wholly open to release pressure and bring the system to normal running, (b) part open to maintain the pressure, allowing gases to leave the reactor at approximately the same rate as on entry, (c) remain closed while a second closure member wholly or partly opens to relieve or maintain pressure and conduct exhaust gases through a passage other than the normal exhaust system. This alternative is discussed more fully later.
  • Alternative (b) allows the cold start procedure effectively to continue, since the maintenance of reactor volume pressure ensures that the gases spend longer in their passage through the chamber than under normal running conditions, this lengthening of passage time enabling the gases better to transfer heat to the colder reactor surfaces, and to remain in a reacting environment for a more extended period to compensate for colder temperatures, so enabling the anti-pollution reactions substantially to take place.
  • alternative (c) also allows the cold start procedure to be maintained.
  • the first closure member is fully opened when the desired operational temperature is reached. The resultant pressure drop as normal gas flow rates commence will normally cause an initial surge in engine idling revolutions, giving the operator an audible indication that the engine is ready for work.
  • a temperature-activated switch may be incorporated making the vehicle only driveable after the reaction volume has warmed up and the reactor valve has opened.
  • the arrangement of the reactor assembly in the manner described affects an art not strictly the subject of the present invention, namely that of exhaust gas flow.
  • This art has for long been associated almost exclusively with the movement of columns or pistons of gas, and in particular with the kinetic energy and pulsing effects which are built up in the regular dimensioned columns of gas.
  • Most of the embodiments disclosed here dispense entirely with regular tubular configurations in the exhaust system's initial and most important section, with the result that the exhaust gases will flow in a manner previously little explored.
  • Initial research has indicated that the gas flows of the invention present possible benefits. Firstly, the relatively great increase in cross-sectional area of the reaction volume over the total cross- sectional area of the exhaust openings ensures a considerable decrease in the velocity of the gases.
  • the reduced velocity will greatly lengthen the durability of at least parts of the reactor assembly, since much wear is caused by the abrasive effect of the fast moving gases and their particulate content.
  • the gases from each cylinder or opening meet and merge in the reactor volume, eliminating exhaust pipe branching. Branching is one of the problem areas of conventional exhaust flow art, since it is here that considerable power losses often occur. It is possible by careful design of branches to eliminate much power loss, but usually only within an optimum flow range. When engine speed varies above or below this, power losses increase.
  • the reaction volume will, to a valuable degree, absorb vibration and, as has been mentioned earlier, also sound.
  • the neck of the exhaust opening bells out that is progressively increases its diameter or cross-section in some manner, and has been so shown in the sections of Figures 185 and 187.
  • This has the beneficial effect of decelerating the rate of gas flow progressively.
  • a basic embodiment involves the placing of an open-sided chamber against the engine block or casing, so eliminating the conventional exhaust manifold.
  • the block therewith forms part of the reactor housing, and as such may play as important a role in the reduction of pollutants as the portions of the reactor assembly so far described, namely the applied housing and the filamentary material. It has been shown how the housing fits directly onto the engine, whether or not this has other features, such as port liners or filamentary spirals.
  • an inter-member may be applied between engine and reactor housing proper, this inter-member either wholly or partly completing the definition of reactor volume. Where a section ceases to be an inter-member and becomes an appendage to the engine is not strictly definable, but in general an inter-member is considered making contact with the periphery of the housing.
  • the various features described, whether in relation to inter-members or attachments to the engine, are intended to be applicable to both, and also where suitable to the periphery of the housing.
  • Figure 188 shows an integral chamber or housing 51 enclosing a reaction volume 52, both having interposed between them and engine 53 with exhaust opening 54, an inter-member 55 of substantially flat configuration.
  • Figure 189 shows a similar arrangement, but with the inter-member 55 in association on one side with both engine 53 and an exhaust opening liner 56, which in the embodiment illustrated is restrained in position by the inter- member 55.
  • Figure 190 shows a similar arrangement to that of Figure 188. but with the substantially flat inter-member 55 recessed into a corresponding depression 59 in the engine 53, being restrained against the block in the embodiment shown by the enclosed housing 51.
  • Figure 191 is shown an arrangement similar to that of Figure 188, but where the inter-member 58 is of enclosing configuration, that is when viewed in elevation from the reaction volume side it is seen to have a depression 59 defined by a peripheral lip 60, the outline of which corresponds with that of the lip 61 of the enclosed housing 51.
  • a notional plane drawn across the lips will define two sections of the working volume of the reactor, one within the housing at 62, the other within the depression 59, of the inter-member.
  • Figure 192 shows a broadly similar arrangement, but where the mounting between housing and inter-member is used to support filamentary material 63, which is also shown at 63 in Figure 189.
  • Figure 193 shows an arrangement similar to that of Figure 191, but where the enclosing inter-member 64 has at least one integral projection 65 on its engine side to fit into a corresponding depression in the engine block, in this embodiment of approximately ring or hollow cone like configuration, to act as exhaust opening lining.
  • Figure 194 illustrates the fixing detail at (A) in Figure 188, where an L clamp 66 and bolt 67 press the housing 51 to inter-member 55 and thence to engine 53.
  • Optional compressible heat resistant material 68 is interposed between the joints to allow for proper sealing, possible differential expansion of the various components, and more even load distribution between possibly marginally mismatched surfaces.
  • Figure 195 is a detail at (B) of Figure 190 showing a similar fixing technique, and an alternative embodiment where the inter-member 55 retains in position an exhaust opening liner 56.
  • Figure 196 shows a fixing detail suitable for use at (C) in Figure 192. but retaining a different type of inter-member 69, one which does not substantially mask the engine, but which is part of an effective division of the enclosing housing, the advantages of which are explained below.
  • the two portions are shown separately fixed to the block, although in some embodiments only the outer housing need be fixed, depending on detail design.
  • the housing 51 is retained against the inter-member 69, by means of strapping band 70 pivotally attached to winged extensions 71 of a collar 72 mounted on un-threaded portion 73 of a stepped diameter stud 74, by means of nut 75 and washer 76 shown dotted.
  • the inter-member 69 is fixed to the engine 53 by means of the same stud 74, an L clamp 66 and a washer 77 and nut 78 of larger internal diameter than the set 75, 76.
  • the strapping band 70 would wrap around housing 51 and be anchored in similar manner at "D", in Figure 192.
  • Optional compressible heat resistant sealing material 68 is disposed within the joints between mating surfaces.
  • the inter-member offers an opportunity to prevent heat transfer between the reaction volume to the engine, since the inter-member can be made of insulating materials such as ceramic, similar to those of the main housing. Secondly, the additional and more conveniently disposed joints between various pieces may be used also to act as supports for additional matter, such as the filamentary material 63 between inter-member and housing in Figure 192 and between inter-member 55 and liner 56 in Figure 189. Thirdly, the inter-member offers the opportunity of splitting a reaction volume housing whose internal (or external) surface describes a curve of more than 180 degrees in cross- section, so that the portions may be manufactured on a male (or female) mold, a possibly cheap and structurally desirable way of producing the housings.
  • reactor assembly of Figure 192 might not be manufactured by molding if it were of integral construction in cross- section.
  • a plurality of inter-members may be used in association with one enclosing housing, or multiple inter-members may be combined to form such a housing.
  • depressions formed in the engine block become part of the exhaust reaction volume.
  • Figures 197 and 198 show schematically by way of examples sectional plan views of reactor housings 79 mounted over the exhaust openings 54 of an engine 53, where depressions 80 have been formed in volume usually occupied by the engine assembly, the space gained by the depression becoming an integral part of the reaction volume 52.
  • Figure 197 there is a continuous depression, and in Figure 198 a series of depressions 80 have been formed about provisions for other features at 81 , such features possibly including liquid cooling passages.
  • space normally occupied by engine may be given over to the reaction volume in any configuration.
  • reaction volumes may be increased without any sacrifice of under-hood space or increase of housing size and cost, by the procedure of "hollowing" into the engine.
  • the degree to which this will be possible will depend on such factors as whether an engine is especially designed to accommodate the invention or not. Hollowing into the engine is also a means to allow more progressively shaped reaction volumes and more efficient and smooth gas flows to be achieved.
  • the axes of any exhaust ports are not parallel and are individually angled to provide optimum direction of gas flow into the reaction volume.
  • Figure 199 shows by way of example a schematic sectional plan view of a reactor housing 79 mounted on an engine 53, having exhaust openings 54 whose axes 82 are not parallel to one another and / or not perpendicular to the engine face, while Figure 200 shows a similar arrangement in vertical cross-section. It is important that the exhaust gases distribute themselves as evenly as possible within the chamber, so that the factor of time multiplied by the area of surface exposed is as equal as possible for the gases from differing openings, and that such wear and / or loading caused by abrasion, corrosion and gas velocity is as evenly distributed within the reactor as possible.
  • filamentary material may be introduced in the exhaust opening area, both to assist in the process of reaction and / or to properly direct the flow of exhaust gases.
  • the control of gas flow may be achieved by providing members of substantially vaned, honeycombed or flanged configuration within the opening, such members being manufactured of any suitable material such as metal or ceramic.
  • any of the filamentary material or members in the reaction volume is made of material having catalytic effect, such as nickel / chrome alloy or alumina, if the gas flow directors are desired to significantly assist in the reaction process.
  • filamentary material suitable for exhaust opening areas are those where the material does not have significantly great cross-sectional area, which would cause obstruction to the gas flow past the material.
  • any configuration of filamentary material may be employed in the opening area, including the various embodiments described subsequently, especially if it is intended to utilize the material to assist in the reaction process.
  • Figure 201 in cross-sectional view and in Figure 202, which is a front elevational view as seen from E, an exhaust opening liner combined with honeycomb configuration gas flow director 83 held in position against engine 53 by inter-member 55.
  • honeycomb structure has at the end facing the gases a diagonal face 84a across the opening as shown, so that whatever frontal area the honeycomb vanes 85 have will cause the gases by deflection to pass through the structure more evenly distributed. With progression of gas flow the vanes become more mutually further spaced, so reducing gas velocity, and curve away from each other, so that the mouths 86 of the structure will direct the gases in a multiplicity of directions.
  • the honeycomb structure may be of any suitable cross-sectional con- figuration, including by way of example, that of Figure 203, where the passages have six faces, or that of Figure 204.
  • gas flow is directed by flanged members running part of the length of the exhaust opening, as shown by way of example in an embodiment illustrated in sectional plan view Figure 205 and in partial cross-section in Figure 206.
  • the flanged members are alternatively "Y" shaped configuration at 87 and of roughly cruciform configuration at 88, and are spaced and held from each other by spacer rings 89 disposed at intervals along the length of the assembly.
  • the flanged assembly of the illustrated embodiment is retained by fitment into grooves 90 in the opening surround 91, such grooves optionally containing a compressible bed 92 at F in Figure 205 and are held against 53 by inter-member 55 sandwiching the bent extension of flanges as at 93 through compressible material 68.
  • It may be desired to impart a rotating motion or swirl to the exhaust gases during their passage through the openings, so as to assist in the proper mixing of gases within the reactor volume.
  • successive openings may have alternating directions of swirl, as indicated diagrammatically in Figure 207.
  • the swirl may be imparted by vaned members disposed diagonally across the axis of gas flow.
  • the vanes may be placed anywhere within the opening area but in a selected embodiment illustrated diagrammatically in Figure 208.
  • the vanes 94 project from and are integral with the exhaust opening wall or lining 95. If it is desired to introduce some turbulence as well as swirl to the gases, the individual vanes may be of wave-like configuration, as shown by way of example in elevation in Figure 209. and in Figure 210 in a sectional plan view through G of Figure 209. All the features described herein may be combined in any convenient or desired way.
  • Figure 211 shows a selected embodiment in cross-section.
  • the reaction volume is enclosed by an inter-member 55 of ceramic material having projections comprising exhaust opening liners 56 and spaced from engine by compressible heat resistant material 68 such as ceramic wool, together with an enclosing housing 51 of integral ceramic construction.
  • the joint between the two principal enclosing members supports a filamentary space frame 96 that is a construction of short straight metal rods connected to each other at different angles, which substantially fills the foremost part of the reaction volume, the rearmost portion of which is occupied by filamentary material 18 of wool-like configuration, of say a ceramic based compound.
  • filamentary space frame 96 that is a construction of short straight metal rods connected to each other at different angles, which substantially fills the foremost part of the reaction volume, the rearmost portion of which is occupied by filamentary material 18 of wool-like configuration, of say a ceramic based compound.
  • Within the exhaust port area are two metal cone shaped spirals 97 mounted back to back with projecting bayonet fixings shown dotted at 98, which locate in grooves 99 running from initial entry away from the direction of the exhaust valve, so that the pressure of gas flow will cause the spring projections or bayonets to seat at the end of the grooves.
  • Filamentary material where disposed in a housing or container of some kind is defined as portions of interconnected or abutting or closely spaced material which allow the passage of fluid therethrough and induce turbulence and mixing by changing the directions of travel of portions of fluid relative to each other.
  • interconnected or abutting or closely spaced is meant not only integral or continuous, but also intermittent, intermeshing or inter-fitting, while not necessarily touching.
  • the above definition is applied both to material within a housing or container as a whole, and also to the individual portions of that material in any fluid processing volume, or portions of such volume.
  • filamentary material is mostly described positioned in an exhaust gas processing volume, such as a reactor, but the filamentary material of the.
  • the filamentary material in one exhaust gas reactor will consist of sections of varying composition.
  • the three main classes of filamentary material may be said to comprise slab or sheet material, wire, and wool, listed in order of progressively less resistance to abrasion and shock, provided of the same material. Therefore it is logical to place the more robust forms nearer the exhaust openings, with the more fragile embodiments toward the rear of the reactor. If catalytic effect is desired, then the most suitable materials may be best incorporated in a particular form, this form being such that it is most suited to be placed in a particular portion of the reactor.
  • filamentary material is meant to apply to that within the reactor as a whole, and also to each of the possibly many varied components that may make up one reactor assembly.
  • the various embodiments of filamentary material described may be combined in any convenient manner within a single reactor assembly.
  • an embodiment is shown cross-sectionally in Figure 212 and in part sectional plan view in Figure 213 taken at "A", wherein alternate slabs of honeycomb structure 101 and wool-like layers 102 make up at least the rear portion of a reactor 100.
  • the path of a certain pocket of gas through the system is indicated in each view by the arrows 103.
  • the honeycomb is not of conventional form, since it consists of passages with each stack or row of passages running in a different direction from the adjacent row.
  • the passages shown in section 106 run "downwards" while the passage immediately behind, shown dotted at 107, are running "upwards," with the separation of direction and therefore of gas flow taking place substantially in the vertical plane.
  • the next honeycomb slab, 105 is of the same construction but placed turned through ninety degrees, so that the separation of gas flow is substantially in the horizontal plane. In this way the different portions of gas are properly intermixed, as can be shown by the path 103a, shown by dotted arrows, of a gas pocket starting adjacent to the first pocket and, in its path through the assembly, becoming widely separated from it.
  • an individual honeycomb passage does not induce turbulence, the disposition of passages relative to each other can do so within one honeycomb structure, as may the provision of a succession of honeycomb configurations placed one behind the other.
  • a form of filamentary material, not strictly wire or slab, which may be successfully employed in the invention is expanded metal or metal mesh.
  • Figure 214 shows in diagrammatic sectional view how sheets of metal mesh formed into wavelike configuration are placed one behind another inside a reactor 100
  • Figure 215 is a detail enlargement at H showing construction of the mesh.
  • Mesh is usually formed by a combination of pressing and tearing sheet, processes which tend to leave sharp edges. Because materials are less resistant to heat, abrasion and corrosion when they are not smooth and rounded, the mesh used should preferably be subjected to sandblasting or other smoothing process after forming.
  • Metal mesh is a known product and could readily be manufactured of catalytically active metals. The particular forms described may also, because of their inherent suitability to the invention, be manufactured of non-metallic materials such as ceramic, possibly by alternative forming means.
  • Filamentary material in wool-like or fibrous configuration is especially advantageous, because of its ratio of high surface area to mass and because it will more readily act as a particulate trap. It should in the interest of durability be as smooth and rounded as possible, the wool preferably consisting of multiple fine regulation wire, woven, knitted, layered or randomly disposed. If the wool is composed of say fibers or strands of such materials as ceramic glass, this will be more temperature, abrasion and corrosion resistant than metals, but could be more susceptible to "flaking,” that is particles or whiskers becoming detached from the general mass by the force of the gas flow, to perhaps lodge in a sensitive area downstream, such as a valve.
  • wools are placed in the sections of the reactor most suitable to them, in the case of metals rearward away from the full heat and force of the gases, and in the case of ceramic fibers distanced from the exhaust port.
  • wools should be sandwiched or contained by other forms of filamentary material, for example as in Figure 212.
  • wire Another appropriate form of filamentary material is wire, especially since in the case of metals it is almost always readily available in that form and need only be bent or otherwise formed to any desired shape.
  • the wire deployed generally needs to be thicker nearer the exhaust gas source than elsewhere in the reactor.
  • the wire may be woven 108 or knitted 109 into a mesh as illustrated diagrammatically in elevational section in Figure 216. It is preferable to devise a deployment of wire which avoids normal contact between strands, because the vibration of some internal combustion engines will tend to cause attrition at the point of connection, perhaps resulting in premature failure.
  • the wire should preferably be arranged in forms to enable a relatively great length (ie surface area which is assisting reaction) to be incorporated in the overall restricted area of the housing, with the various portions of wire having minimum contact. It is expected that some contact will take place between wires spaced close together but not touching, but this contact should preferably not be regular, although its occurrence during sympathetic vibration period or operating modes should not materially affect durability.
  • An obviously suitable way of deploying the wire is in the form of spirals or coils, shown diagrammatically in elevation with axis disposed perpendicular to the flow of gas in Figure 217, and disposed coaxially with the flow of gas in Figure 218.
  • spirals having regular coils of equal diameter are shown at 110, while those having regular coils of progressively varying diameter are shown at 111, and spirals having irregular coils, that is of non-circular configuration and / or random diameter at 112.
  • the three configurations comprise spirals having axes of substantially straight line configuration.
  • Figure 219 shows in diagrammatic cross-section spirals 113 having curved axes, here arched to better withstand force of gas flow from direction 114. Any of the spiral types mentioned previously may have curved axes.
  • the wire may also be disposed in two or three dimensional snake-like configuration.
  • Such a two dimensional form is shown by way of example diagrammatically in elevation in Figure 220, while a three dimensional form is similarly shown in elevation in Figure 221 and plan view in Figure 222.
  • Such forms may be disposed within a reactor in any number of ways, as for example shown in diagrammatic sectional plan view in Figure 223, where flat "snakes” 115 and curved “snakes” 116 (each snake comprising wire looped in the plane indicated) are stacked next to each other and behind each other, either spaced as at 117 or intermeshing as at 118. These stacks of loops or curves may also be randomly placed (not illustrated).
  • Figure 224 shows diagrammatically how the plane of curves 119 may be straight, or as in Figure 225.
  • Figure 227 shows in similar view how the planes of snake-like loops or curves, whether curved as shown or straight, may themselves intermesh past each other in any one or more dimensions, where the planes in solid line 122 are in the foreground and planes shown in dotted line 123 in the background.
  • Figure 228 shows in diagrammatic sectional elevation how the planes of curves, as viewed head on, may intermesh in other ways, where 124 are planes shown solid in end elevation (here curved in a third dimension, although they may be straight) slanting across the path of planes behind shown dotted 125 running in other directions. Alternatively, their curvature in the third dimension may be non-coincidental, as shown at 126, while at 127 is shown how the curves in the third dimension allow for the close stacking of these planes. Conveniently, the planes span the shorter dimensions as shown, but they may also span the longer dimension.
  • wire is disposed in strands across the reactor, as shown by way of example in schematic elevation in Figure 229, where wires in the foreground are shown solid 128 and those behind dotted at 129.
  • the various strands may be not quite parallel, that is they could be at a slight angle to one another (not illustrated).
  • the strands of the latter configurations may be arranged to be in tension, they need be of thinner configuration than the largely self-supporting structures such as spirals or snake-like loops.
  • wire is herein described it is meant to comprise either a single strand, or multiple strands, as for example in diagrammatic section Figure 230.
  • the material preferably exposes the maximum surface to the flowing gases, it may be desired to separate the individual strands of the wires to allow gas to flow through and past each strand, but to simultaneously still allow the separate strands to a degree support each other.
  • Conventional separators may be employed, eg of ceramic, but in another embodiment the individual wire is crimped, that is minutely and closely bent in all directions, as shown elevationally in Figure 231. As can be seen in cross-section Figure 232, the wire effectively occupies a greater diameter, shown dotted, than its real thickness, resulting in the composite wire of Figure 233. Fixing of wire and other filamentary material to reactor housing will be described later.
  • the filamentary material comprises sheet or slab.
  • sheet or slab can be described as a plane having some thickness, in the same way as did the series of snaked wire loops. These planes may be disposed within the reactor in much the same way as were those of the wire loops as described above.
  • the planes may comprise long sheets, straight or curved and be disposed as illustrated schematically in Figures 223 through 228. Other examples are illustrated schematically in Figures 234 through 247.
  • Slabs or sheets may further have a form of simple alternate waves as shown in diagrammatic cross-section in Figure 234, or a more complex waved or dimpled form as in Figure 235.
  • the sheet may have a sharply curved or crooked cross-section, as in Figure 236, to present a greater frontal area to gas flow from direction 114.
  • the sheet may further be in the form of holed fins or vanes as in cross-sectional Figure 237, preferably having a thicker, more rounded section toward the side facing the gas flow 114.
  • the holes in the sheet may have pressed or otherwise formed projecting lip or lips, as shown in Figures 238 and 239, or the holes may comprise apertures formed by punching, pressing and / or tearing, without significant removal of material, as shown for instance in cross-sectional view in Figures 240 and 241.
  • Figure 242 showing a part elevation of such a sheet, illustrates diagrammatically examples of forms of holes or pressed / torn apertures. Again, preferably sharp edges are removed after forming by blasting or other means.
  • the sheet or slab may be formed into three dimensional interlocking or interrneshing forms, as shown by way of example in sectional elevation Figure 243, where 130 describes a series of interlocking rings and 131 a series of interlocking hexagons.
  • Figure 244 is a diagrammatic cross-section showing by way of example a pattern of interlocking, here using conical rings 132.
  • Figure 245 similarly shows interlocking means, but here the overall form is curved rather than linear.
  • Figure 246 shows in diagrammatic cross-section how individual sheets 133 interlock to make up a three dimensional form
  • Figure 247 similarly shows individual sheets, optionally curved as at 134, can be assembled into complex three-dimensional forms.
  • the filamentary material includes pellets, of any convenient size or form, including approximately spherical. When not spherical, they may optionally occupy and approximately spherical space. Pellets are known in the art, comprising small regularly surfaced globes. In alternative embodiments the pellets may be of irregular and / or semi-oval like form as in Figure 248, or of roughly kidney or bean-like configuration as in Figure 249.
  • the pellet comprises a form consisting of a series of projections and depressions, this form most conveniently having an overall spherical aspect, and configured so that preferably the projection of one pellet may not too easily fit into the depression of another pellet. If such inter-fitment is kept to minimum, it will ensure that the pellets are not tightly against one another, and so ensure a proper easy gas flow about and between the pellets.
  • Figure 250 shows in sectional elevation by way of example such a form, having four equally spaced projections 390, radiating from a central core, of roughly mushroom or bulb-like configuration.
  • the pellets are best subjected to some continuous pressure.
  • This can, for example, be achieved by mounting pellets between filamentary material of wool and / or wire configuration.
  • a housing 392 encloses pellets 393 adjacent to wool 394, in turn adjacent to wire 395.
  • the filamentary material in an exhaust emissions reactor further has an ablative effect, that is its decomposition may be desired and controlled, in this case to contribute therewith to the desired reaction processes.
  • a material may be used which progressively decomposes, resulting in the filamentary matter having a deliberately limited life span and optionally providing within the reactor a compound which will react with the pollutants and / or gases under certain conditions.
  • the filamentary material may be fitted to the housing in any convenient manner.
  • both sheet or slab 139 and wire 136 whether part of looped or spiral forms, or as in Figure 218, wires 135 acting as structure supports, may lodge in recesses 137 in the housing 138 as in detail section Figure 256, or may be gripped by protrusions 140 as shown in detail section Figure 257 and plan Figure 258.
  • Compressible material 141 may be interposed between filamentary matter and housing to prevent attrition through vibration.
  • sectional plan Figure 259 and elevation Figure 260 shows how sheet
  • Unking members 142 which in turn affix to housing 138 between projections
  • sectional plan Figure 261 and elevation Figure 262 show how slab 139 having appropriate, preferably holed, Unking members 142 is integrated with housing 138, by means of the shrinking during formation of the housing in still maUeable form upon the pre-formed prior-positioned interlinked slab assembly.
  • Such a technique is considered viable where both filamentary material and housing are of ceramic material.
  • the internal face of the reactor housing exposed to the exhaust gases has been regular.
  • Figure 264 shows in diagrammatic elevation part of the inside face of a reactor housing, having a series of possibly alternative projections, with Figure 265 a corresponding section.
  • Figure 265 shows in diagrammatic elevation part of the inside face of a reactor housing, having a series of possibly alternative projections, with Figure 265 a corresponding section.
  • at 305 are shown a series of spaced straight ridges, while at 306 are curved intermeshing ridges and at 308 interconnecting ridges.
  • At 309 are shown dimples or nipples, while at 310 are irregular projections of star-like or cruciform configurations.
  • Figure 266 shows examples of how filamentary material fastening means may break up gas flow, with 311 a trench-like depression, 312 a projecting collar and 313 the ridges and troughs of earlier description, with 136 the portions of filamentary material being supported.
  • the internal face of the housing may further be waved, as shown in diagrammatic part elevation in Figure 267 and in part section in Figure 268, showing a similar configuration where the waves are not continuous but form a succession of dune-like shapes.
  • Both waves and dunes may be of regular cross-sectional configuration as at 314, or may have a shallow slope facing the oncoming exhaust gases 300, and a sharp slope on the leeward side of the gas as at 315, or vice versa.
  • an interior ridge 316 optionally acting as filamentary retaining means, directs the flow of gas indirection 300 away from the junction between housing 301 and filamentary core 317, say of honeycomb configuration.
  • the housing at least partly comprises insulating material, there will be a large temperature drop between the inside face of the housing assembly and its outside face 300a. Because of the high internal temperature of the reactor, perhaps in the 1100 to 1200 C. range, the temperature drop may not be sufficient to result in a surface temperature sufficiently low to prevent accidental burning by operating or service personnel. Largely to obviate this danger, the surface of the housing may be provided with protective ridges as at 318 in Figure 268 or nipples as at 319 in Figure 269. There will be further temperature drop between surface proper and extremity of projection, but a much smaller hot surface is presented to accidental contact, thereby limiting heat absorption and degree of possibly burning.
  • variable parameters may be determined by manual action, and / or by a computer program, or by a combination of both, the latter either on separate occasions or simultaneously: speed of the engine; speed of any system such as vehicle or craft in which an engine is mounted; quantity and / or timing of fuel supplied; quantity and / or timing of any secondary or tertiary fluids supplied; quantity and / or timing of any substances added the exhaust gas; temperature and / or pressure of fuel supplied; temperature and / or pressure of any substances added the exhaust gas; temperature and / or pressure of charge gas admitted; timing and / or degree of the opening and closing of any valves; rate and degree of fuel and / or charge gas heating during cold start operation; timing and degree of variation of exhaust gas re-circulation (EGR); degree of restriction of exhaust gas flow during cold start; temperature and /or pressure of any lubricating fluids; temperature
  • EGR exhaust gas re-circulation
  • Any computer program is loaded into one or more computers which provide and optionally receive varied electrical circuits to directly or indirectly vary determine control and / or the parameters, by any appropriate means.
  • determination, control and / or variation is by any means, including the use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • the computers are mounted in any convenient location on or in or anywhere outboard of the engine.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, one or more sensors or measuring devices determining at least one or more of the following: speed of travel, if any; temperature and / or pressure of ambient air; temperature and / or condition of air in any enclosure for an operator; temperature and / or pressure of fuel supply; engine speed and ⁇ or load; temperatures and / or pressures in one or more portions of any engine; pressures and / or temperatures in any lubricating fluid; the composition of portion of the exhaust gas; temperature and / or pressure of charge gas at any point in its travel path; temperature and / or pressure of the exhaust gas; temperature and / or pressure of any substance to be added to the exhaust gas; variation of engine angle from the horizontal; the rate of fuel being used; the quantity of fuel used and / or remaining; distance and / speed of surrounding, approaching or adjacent object(s); temperature and / or condition of air in any enclosure for an operator and / or any other enclosed space;
  • the gas exit valve must be closed for as long a period as practical, the so far limiting factor being the amount of pressure attainable in the reactor without stalling the engine.
  • the so far limiting factor being the amount of pressure attainable in the reactor without stalling the engine.
  • the gases pass through the passage, either because there is no obstruction or because the obstruction to the reservoir has been removed.
  • reactor warm up temperature is attained the flow of exhaust gas to reservoir would substantially cease.
  • the gases are then expelled from the reservoir by any means, but preferably during the operation of the engine while warm, either to the engine intake system and be re-circulated through the combustion process, or to the reactor which, being warm, would satisfactorily process them. Because the gases are always continually reacting, however slowly, it is likely that they would become significantly more pollutant-free during their so journeyn in passages and reservoir.
  • Figure 270 shows in diagrammatic sectional elevation, the engine compartment 152 of the front section of a motor vehicle 153 fitted with an engine 16 having the reactor 151 of the invention, to which is coupled an expansible exhaust gas reservoir 150.
  • Figure 271 comprises a frontal sectional elevation, wherein the left half shows the reservoir expanded and filled with exhaust gas, and the right half the reservoir reduced and relatively empty.
  • Above the reactor 151 is an inlet manifold 154, optionally integral with the upper portion of the reactor housing.
  • the reservoir 150 comprises a folding bellows member 158 mounted on a base 159, the bellows having at the end opposite the base (here the lower end) an integral T-shaped stiffening member 160, which communicates at each end rigidly by means of triangulation members 161 to a slidable guide 162 mounted on a vertical rail 163.
  • the bottom of each guide communicates with a compression spring 164, in turn communicating with the lower part of the vehicle structure 165.
  • a passage 168 communicates with the reservoir base 159, and optionally frombase 159 a second passage 169 communicates with the inlet manifold 154.
  • the reservoir is in the position shown so that in normal use, that is when retracted and empty, it occupies a relatively protected position, as shown in the right half of Figure 271.
  • the reservoir may be mounted turned through 180 degrees, so that member 161 rises as the reservoir is filled.
  • the aperture between passage 169 and inlet manifold is made small so that, even under the maximum designed pressure of the exhaust reservoir system the rate of gas flow into the manifold is very low in proportion to flow produced through the exhaust ports, thereby giving a very reduced rate of exhaust gas re-circulation.
  • the loading of the springs 164 will ensure the slow collapse of the bellows 158 and the continuing bleeding of gas into the inlet system until the reservoir has been emptied.
  • the provision of a second valve at 167 communicating with passage 168 may in some configurations be omitted by the provision of a relatively small opening between reactor and passage at junction 167, the opening being of many times smaller cross-sectional area than the main exhaust pipe 170.
  • the smallness of opening will restrict gas flow from reactor during the initial stages of warm-up and main valve 166 closure, until the higher pressure in the reactor accelerates the rate of gas flow along passage 168 to more rapidly fill up the reservoir.
  • the nonclosure of the small opening at 167 will ensure that the exhaust gases will effectively be re-circulated to some degree to the reactor once normal warm operation commences, provided the reservoir has a minimum volume when collapsed.
  • the gas flow rates back through the opening will be lower than those into the reservoir, since the pumping action of the engine will usually have considerably greater force than spring action.
  • catalytic material may be associated with the reservoir, or its internally faced components and / or those of passages 168, 169, or they may be fabricated of a material having catalytic action, such as copper or nickel.
  • junction 167 may be placed as closely as possible to the exhaust openings, so that the returning gases travel through a substantial portion of the now warm and fully operative reactor.
  • the reservoir assembly may be made of any suitable materials, which to a degree will need to be heat tolerant.
  • heat dispersal means may be affixed to passage or pipe 168, as shown diagrammatically at 171.
  • thermal insulating means may be incorporated on the passages, as shown diagrammatically at 172, with the advantage that the gases may be maintained in the reservoir at warmer temperatures, thereby speeding up reaction processes.
  • the warmth of the gases may be used to advantage where the gases are re-circulated to the intake system.
  • the reservoir may consist of a series of slidably-mounted housings capable of collapsing into one another, for example as shown in diagrammatic perspective in Figure 272.
  • 600 is the base housing having sides and bottom, 601 an intermediate housing having sides only, 602 top housing having sides and top, with 603 pressed projections acting as guides.
  • the spring loading arrangements and guides disclosed previously may be associated with this reservoir.
  • the embodiments of reservoir are shown by way of example; any appropriate reservoir may be used, constructed and operative in any manner.
  • the base may be in any convenient location, and the expansion and contraction of the reservoir may be guided by any means and be in any direction.
  • valve construction presents possible problems, since it needs to be tolerant of the very high temperatures and abrasive qualities of exhaust gas, preferably for the full life of the engine.
  • a range of suitable high temperature materials including ceramics or nickel alloys, are described in more detail subsequently. Described here, by way of example, are certain methods of valve construction which entail easy service in the event of need for replacement or maintenance, and which are capable of providing proper sealing, optional diversion of gases to storage or re-circulation, and some tolerance of particles or whiskers from any filamentary material.
  • FIG. 273 shows by way of example in schematic plan view an engine 16 having a reactor 180 having at its junction with exhaust pipe 181 the main gas exit valve 182, while Figure 274 similarly shows an engine 16 having a reactor 180 having between it and exhaust pipe 181 an intermediate section 183 including a primary valve 187 and a junction with branch 184a communicating with re-circulation passagel84, and an optional secondary valve 185 at passage 184.
  • Figures 275 to 279 show details of the valve 182 of Figure 273, where Figure 276 is a sectional view along "K" in Figure 275 which is an enlarged plan view, Figure 277 an elevation at "L” shown in both Figures 273 and 275. with Figures 278 and 279 details at the joint between sections.
  • Manufactured integrally with spindle 186 and actuating lever 187a is a butterfly diaphragm 187 of biased circular or oval configuration, having one section 188 of greater surface area than the other 189, so that the valve will tend to fail-safe in the open position.
  • the cross section of the exhaust pipe 181 and reactor component near the joint is substantially of similar circular or oval configuration to the valve.
  • Both major sections have their jointing at integral flanges 190, which are linked with coincident hollow load distributor ridges 191, through which pass the bolts 192, washers 193 and nuts 194 holding the two components together under compression, separated by compressible material 195 preferably in two separate layers passing each side of the spindle 186.
  • This is shown in detail cross-section Figure 279 through spindle at its passage between the two major components 180 and 181.
  • the components and spindle should have mating curves of non-coincident centers when assembled, so as to provide a stronger pinching effect in the area of joint 196 where the seal can be expected to be weakest.
  • the slight internal projection of the twin layered compressible material 195 as shown in part section Figure 278.
  • Figure 280 shows by way of example a schematic sectional plan of the embodiment of Figure 274 with a primary valve 187, where the optional secondary valve is in the form of a pressure sensitive plug 197 and compression spring 198 assembly, and where a honeycomb structure 199 is located by the junction of intermediate section 183 to reactor 180, in order to act substantially as a fiber or strand trap.
  • Figure 281 shows a similar detail elevational plan view, wherein the passage 184 is joined to intermediate member 183 by at least two assemblies comprising two coincident hollow load-distributor ridges 191 and bolts 192, washers 193 and nuts 194, while the exhaust pipe 181 is connected to reactor 180 through the intermediate section 183 by means of assemblies 200 comprising multiple coincident load distributor ridges 191 and associated fasteners 192.
  • Figure 282 shows diagrammatically in longitudinal cross-section a hollow ball valve in the open position fitted in the joint between two components, where 201 comprises the "ball" with its integral spindle 202 and actuating lever 203, with 204 the main exhaust passage, 205 the seals, 206 an optional secondary passage allowing exhaust re-circulation means during cold start, 180 the reactor housing and 181 the exhaust pipe, with the joint between the two shown dotted at 207.
  • Figure 283 shows, in a similar sectional view rotated 90 degrees about passage 204 axis, the valve in the closed position, allowing the secondary passage 206 to communicate into the main passage 204, which in turn communicates with an aperture 208 leading to exhaust gas re-circulation means.
  • valve actuating means it is desirable to make the valve actuating means as simple and as fail-safe as possible.
  • the valve should be spring loaded (not locked by mechanical action) in the closed position in such a way that reactor pressure over the designed limit will overcome the force of the spring sufficiently to allow some gas to escape, thereby again lowering pressure to below that required to actuate the spring and maintaining a balance of loading to keep the valve slightly open, to sustain constant pressure in the reactor.
  • the spring loading is such to also bias the valve to the fully open position.
  • FIG. 284 Such an arrangement is illustrated by example schematically in Figure 284, where 210 shows a valve actuating lever in heavy line, butterfly valve 211 and internal face of passage 212 in light line, spring 213, spring axis 214 and spring anchorage 215 on housing and anchorage 216 on lever, with pivotal valve axis at 217.
  • the valve assembly is shown in slightly open position in dotted line and fully open in chain dotted line, with dashed line 21 Ia indicating the arc of valve edge travel.
  • dashed line 21 Ia indicating the arc of valve edge travel.
  • the same system of loadings may be employed and the valve actuated by making the previously fixed spring anchorage point 215 movable as in the path indicated by dashed line 218 between extremities 219 and 220, dashed line 214 indicating spring axes at each extremity.
  • This movement of spring anchorage may be actuated in any way, and in a selected embodiment is moved by a member driven by the expansion of heat sensitive material, such as a trapped pocket of gas or as is shown in Figure 285, where a piston 221 communicates with a container of high conductivity 222 exposed to the passage of hot exhaust gas 223 through a volume 224 of trapped readily expansible material such as gas or wax.
  • the piston 221 is connected to rod 225 and linkage 226.
  • Figure 286 shows schematically how the piston rod 225 actuates the operation of the valve by means of its actuating lever 210, spring 213, and an intermediate arm-shaped lever 227, mounted on pivot 228.
  • the actuation of the valve indirectly, by means of a spring ensures that fail-safe characteristics are embodied.
  • the heat actuated piston 221 may by direct linkage open and close the valve, as for instance if the end 229 of the intermediate lever 227 were connected directly to the valve actuating arm (embodiment not illustrated). In both cases, but especially in the latter, it will be possible to closely relate valve opening to exhaust temperature, and therefore reactor pressure in relation to temperature.
  • Gas circulation to inlet system may be associated with a gas reservoir, or alternatively it may be direct, that is eliminating the reservoir.
  • the exhaust gas re-circulation (ERG) system described previously could for example be used after warm up had been achieved to provide EGR to the engine under normal running conditions, either continuously or under certain operating modes.
  • EGR exhaust gas re-circulation
  • a scoop may be placed in the reactor about the junction with re-circulation passage, as illustrated diagrammatically in Figure 287, where the scoop 230 projects into the exhaust gas flow 231, so creating a higher pressure area at 232, which assists the flow of gas along the EGR system 233.
  • the scoop is placed in a "weak" area of the reactor, that is where the reactions are taking place at below average rates, so that the least pollutant free gases are re-circulated, permitting the reactions partly to continue during their second passage through the reactor.
  • the scoop arrangement would entail that EGR employed continuously is in roughly constant proportion, after a build up of proportion between very low and medium speeds, since gas circulated depends on speed and therefore volume of gas issuing from the engine.
  • An optional valve at junction of EGR system to intake manifold could, as shown by way of example in diagrammatic section Figure 288, be intake vacuum dependent, where 234 is the exhaust supply passage, 233 the EGR system, 235 the manifold, 236 a plug shown in open position against pressure provided by curved leaf spring 237, but which when closed seals passage 238 provided with progressively sized vent 239, operative when plug is wholly or partly in open position.
  • the plug cap when closed seals against seats 240, where internal volume at 241 is pressure balanced with EGR system by weep passage shown dashed at 242.
  • the degree of EGR in proportion to inlet vacuum will be regulated by the sizing of vent 239, which may be of linear, logarithmic or other progressively increasing dimension.
  • the adoption of an operating mode may involve the need for a sudden supply of re-circulated gas.
  • a direct system once the initial demand has been met, a partial vacuum will be created in the EGR system, thereby slowing down rate of gas supply to below that ideally required.
  • This may largely be obviated by incorporating an exhaust gas reservoir into the system, which may or may not be expansible. If an expansible reservoir, such as may be used in the cold start procedure is incorporated, then its expansible action may be progressively spring loaded.
  • an inlet gas velocity actuated valve as shown in section plan Figure 289 and elevation Figure 290, may be incorporated at the junction of EGR system to inlet manifold.
  • the valve shown open in Figure 289, comprises a shaft 243 slidable in a passage 244 communicating with EGR system, exposing a progressively sized vent 245, said shaft terminating in a head 246 having attached to it scoops or vanes 247 projecting into the gas stream 248 against the action of looped leaf spring 249.
  • Figure 290 shows the same arrangements with the valve, which is accommodated in a housing 250 projecting clear of inlet manifold wall 251, in the closed position.
  • a properly balanced EGR system will comprise a series of valves, say actuated by vacuum and / or velocity or other means, disposed in different parts of the inlet system and all communicating with the EGR system, preferably having a gas reservoir.
  • valves say actuated by vacuum and / or velocity or other means, disposed in different parts of the inlet system and all communicating with the EGR system, preferably having a gas reservoir.
  • the right amount of EGR could be provided for the various driving modes.
  • the warm up of the assembly has been hastened by the whole or partial closing of the exhaust gas exit by valves, in effect damming the gases inside the reactor.
  • damming may be achieved by any suitable means including, in a preferred embodiment, the provision of a fan or turbine in the exhaust system adjacent to the reactor gas exit.
  • the fan is inert on cold start and constitutes a barrier or dam in the system, pressure would build up behind it during the early cycles of engine operation.
  • the fan preferably would not constitute a total barrier, some air passing either between the blades or their junction with housing, enabling the engine to be turned over on the starter motor with relative ease.
  • the rapid increase in engine speed and gas flow would ensure a considerable damming effect, which would only be relieved when the reactor pressure against fan blades overcomes the fan's inertia.
  • the fan spindle and its bearing may have differential coefficients of expansion, so that when cold a tighter bearing fit would ensure greater resistance to rotation than when warm.
  • a fan is indicated schematically at 471 in Figure ⁇ , which could alternative be a turbine wheel.
  • the above system of valving and supply, described in connection with the supply of EGR, may also be employed to provide extra air to the inlet system, so as to assist in the provision of a precisely controlled air / fuel mixture ratio.
  • the air may be supplied from a reservoir and then be fed through an air cleaner assembly, either before or after the filter, as shown diagrammatically in Figure 291, where a coaxial chamber 252 surrounds the main inlet pipe and is adjacent the air cleaner 253, the chamber 252 being supplied with air through opening 254, with optional dams or scoops 255 provided to maintain air in the reservoir under low pressure.
  • valves actuated by engine modes could be used to supply re-circulated exhaust gas or air to the reactor, by means of a passage leading from source to reactor via valve positioned say in air inlet system
  • the operation of such a valve is shown schematically in Figure 292, where a shaft 256 and head 257 in the inlet system 258 open against spring 259 loading to free passage 260.
  • a filter to trap particulate matter in the exhaust, this matter having been known to lead to increased engine wear and likelihood of mechanical failure in many previous improperly filtered systems. It is felt that with the invention, substantial air supply to the reactor will not be necessary.
  • An air reservoir may be expansible, say by the provision of elastomeric sides, to provide air under more constant pressure with sudden change of operating mode.
  • the reservoir may consist of a series of slidably-mounted housings capable of collapsing into one another, for example as shown in diagrammatic perspective in Figure 272.
  • housing and filamentary material described in relation to exhaust gas flow may all be employed in any combination and embodiment to provide a means to treat, control or process in any manner incoming engine charge.
  • most internal combustion engines have had charge supplied in the form of tubular columns passing through tubular manifold pipes.
  • By passing charge through the housings of the invention much of the pulsing effect and critical tuning associated with conventional manifolds will be eliminated, providing a smoother charge flow, especially during changes of operating mode.
  • the provision of filamentary material inside a charge housing can assist in improving turbulence, heat exchange, elimination of condensations, etc.
  • the charge housing may be formed similarly to the reactor housing disclosed earlier, with portion of charge treatment volume intruding into area normally taken up by engine.
  • Inlet ports may be formed of progressively varying cross-section to ensure smooth fluid flow between volume and main portion of port.
  • Filamentary material may be provided anywhere in the charge treatment volume, but in selected embodiments is in or adjacent to inlet opening.
  • the inlet opening area including adjacent to and projecting into charge treatment volume, may have fluid distribution or flow controlling members such as or similar to those described in Figures 201 to 210.
  • the fluid may proceed from charge treatment volume by non-parallel paths, for example similarly to the disclosure of Figures 199 and 200.
  • Inter-members may be provided between charge treatment housing and engine body, along lines disclosed in Figures 188 and 196. these being optionally of insulating material to maintain charge at ambient temperature.
  • the housings, constructions, port arrangements, and contents of the invention may be applied only to process charge, or to process exhaust, or to both.
  • charge housing may be opposite exhaust housing (as for example in "cross-flow" engines), or both housings may be mounted adjacently on the same engine side, either separately or in combination, or the housings may be integral.
  • the housing will communicate with a plurality of inlet openings.
  • a further advantage of the invention is that it will provide improved inlet silencing.
  • the valves and fluid control systems described earlier in association with exhaust gas flows may be employed to regulate engine charge fluid flow.
  • all the fluid delivery devices in the this disclosure can be adapted, where appropriate, to deliver solids, including fine powders.
  • two separate fluids are delivered to one working chamber.
  • they are delivered by a single device, independently of one another.
  • the first substance is the fuel
  • the second substance may be a second fuel, a non-combustible agent or the latter mixed with fuel, such as an alcohol / water mixture.
  • the introduction of a second substance, continuously or under selected operating conditions, could measurably contribute toward engine power and / or improved exhaust emission and / or fuel economy.
  • the second substance may be introduced under, and assist in the effectiveness of, certain operating conditions such as sharp acceleration, high load or maximum power output.
  • the second substance employed may be another fuel, such as alcohol or methanol which may be manufactured from such substances as waste paper, biological products, etc. It may alternatively be water in the form of liquid, vapor or gas, known since the beginning of the 20 th century to give improved performance under certain conditions and tending to have an antiknock effect. In a selected embodiment it consists of a mixture of water and a fuel, such as methanol.
  • water introduced as a liquid into the cylinder which subsequently is converted to steam by the heat of combustion, and / or steam is introduced under pressure, to improve the volumetric efficiency of an engine.
  • Water introduced as a liquid may have a cooling effect in a combustion volume, due to the energy absorbed in converting water to steam.
  • any other suitable hydrocarbon for example ethanol, may be mixed with water.
  • the introduction of water may be related to atmospheric humidity and regulated by a sensor.
  • any of the fluid delivery devices disclosed herein may be employed for the introduction of both the secondary substance and / or the main fuel to the charge.
  • the other substances may be supplied by means of additional injectors, or they may be introduced by compound injectors, that is by different passage systems in the same injector.
  • the injection may be linked, that is injection of one substance will automatically cause the introduction of another, or the systems may operate independently of one another.
  • the disclosures herein relating to delivery of fluids to working chambers apply wherever suited to compressors, pumps and IC engines, with most of the examples cited applying to the latter.
  • Fuel delivery devices are generally shown mounted in the head and communicating with a working chamber which is a combustion chamber, but in the case of IC engines or any other mechanism the devices can be mounted in any suitable location in any combustion or working chamber, at any angle, including in or near the intake port.
  • Figure 293 shows by way of example a schematic section of the lower portion of a compound injector where fuel in gallery 272 is supplied via passage 272a and is injected in the normal way at 273 by a pressure wave lifting nozzle 274 in direction of arrow, with the nozzle reciprocally mounted in injector body 274a.
  • the nozzle has a hollow central passage 275 linking with a secondary fluid gallery at 276 (supplied via passage 276a) only when nozzle lift and consequently fuel injection is taking place.
  • Figure 294 shows schematically a compound injector having an inner nozzle 278 coaxial and within an outer nozzle 279, the latter mounted in injector body 274a, both operating in the conventional mode with independent lift and injection capacity, to inject two different fluids at 273 and 277.
  • Outer nozzle effects fluid delivery at 273 only during lift in direction 279a caused by pressure wave in gallery 272, supplied by passage 272a, while inner nozzle independently effects fluid delivery at 277 by lift of pintle / nozzle 278 in direction 277a caused by pressure wave in volume 277b, fed by delivery passage 275.
  • one of the fluids is a fuel.
  • the devices may be used in any IC engine, compressor or pump, and may deliver any combination of any different fluids.
  • the principles of Figures 293 and 294 can be adapted to having a single fluid delivery device capable of delivering three or more different fluids.
  • a portion of a fluid delivery device communicating with the working chamber moves during fluid delivery otherwise than in the linear reciprocal motion of the nozzles or pintles of Figures 293 and 294.
  • a device delivering two separate fluids is shown schematically in cross-section in Figure 295 and in plan viewed from below in Figure 296, where the nozzle assembly is viewed from the working volume.
  • the central nozzle 280 operates in the conventional manner and is lifted off its seat in direction of arrow by a pressure wave to inject fluid as shown schematically at 277, while the outer nozzle 281 housed in injector body 247a moves coaxially on the first and in its seating in a rotational mode during the release of fluid, shown at 284.
  • Such rotation may be controlled by bearings, or against the resistance of friction seals, indicated schematically at 282.
  • the rotational movement is imparted by means of fluid delivery tubes 283 terminating tangentially to diameter of nozzle, so imparting to it a twisting motion according to the force of, and for the duration of, fluid injection.
  • the rotational movement may be electrically actuated, say by a solenoid. This movement will result in a slinging of fluid across the combustion volume in the manner indicated at 284, in a similar manner to the action of some garden hoses.
  • the injection of the outer nozzle may be effected by means of a pressure wave in the coaxial and surrounding fluid gallery 285, supplied via passage 285a, to effect injection via passage 285b to tube 283, as shown on the right side of the diagram.
  • the pressure wave may optionally depress one or more plungers 286 against spring 287 loading, and so by inward movement of the plunger mate up the fluid gallery with the passage 285b to tube, to effect injection at 284.
  • This slinging action imparted by rotational nozzle movement, the latter in turn imparted either by kinematic reaction to the approximately tangential delivery of fluid spray or by mechanical or electro- magnetic actuation, has considerable benefits over conventional injection systems.
  • the latter operate in straight line distribution of fuel, while the snakelike shape formed by the spray of invention is of greater length, thereby lessening the chance of liquid deposition or combustion in chamber walls before atomization has taken place.
  • the slinging action also tends to distribute the droplets of fuel through a greater volume of charge than the conventional unidirectional injection.
  • the rotary injector portion has been described mainly in a composite embodiment, wherein two substance are deliverable by one assembly.
  • the rotary principle may be embodied in an injector handling a single substance.
  • the rotatable member projecting into the working or combustion volume may be of any configuration, and head configurations suited to rotatable injectors may also be embodied in fixed or non-rotatable head injectors.
  • Rotation may be achieved by fuel injection velocity only, or by electrical actuation by such as solenoid or electric motor or magnet, or by flexible or fixed mechanical drive to injector. Rotation may be intermittent, continuous, or returnable, for example as when the head rotates during injection and is wholly or partly returned to its former position by spring or other action. Rotation may be achieved by any combination of the above means, as for example in an injector where a small electrical motor imparts rotational impetus insufficient normally to rotate head against bearing / seal friction loading, rotation only being achievable during substantially tangential injection, which provides additional rotational movement to overcome bearing friction.
  • Mechanical or electrical rotation may be transmitted by means of a solid or hollow needle or tube or injector nozzle seal, which may be integral with rotating head or communicating with and / or driving it by means of splines, teeth, friction surfaces, etc.
  • the needle / shaft / tube may simultaneously function as rotational drive and fuel release means by lift-off seat. In such case vertical movement may be actuated by conventional fluid pressure valve or by solenoid.
  • one solenoid assembly may be employed to effect both vertical and rotational motions simultaneously by means of suitable angling of solenoid action, as shown schematically in Figure 297.
  • Activation of electrical circuit causes shaft 800 to be pulled through one compound motion having components of both rotation and reciprocation, extent and direction indicated by arrow 801, against a spring or other resistance.
  • cessation of electrical circuit causes shaft to travel extent and direction shown by dashed arrow 802, returning shaft to its original position.
  • the resistance may be in one dimension only, say reciprocation, to provide return travel indicated at 802, so that with each actuation the shaft rotates through an arc.
  • Reciprocal-type motion and rotational-type motion may be imparted to all of or any portion of a fluid delivery device by any means, including by mechanical drive, and the movements may be independent or linked. Movement during electro-magnetic actuation may be in any direction or line.
  • member 803 communicating with injector head may be rotatably mounted on fixed sleeve or cam 804 of "hill and valley" profile, to impart the combined motion referred to.
  • Reciprocating and / or projecting / retracting motions may be imparted to injector head by injection pressure effecting an extension or projection of head portion against say spring loading.
  • Other embodiments of devices that rotate during fluid delivery are illustrated schematically in Figures 299 through 303.
  • Figure 299 shows in elevational plan view an injector head 813 capable of rotation, having three cranked hollow tubes 811 permitting fluid issue at 810 through end hole 812a.
  • Figure 300 shows a similar arrangement, wherein multiple straight hollow tubes 812 each have multiple holes 812a to permit fluid issue at 810.
  • Figure 301 shows in elevational plan view an injector head in the form of a hollow disc 813 capable of rotation, having one internal volume communicating with circumferential holes 814 permitting fluid 810 issue, the arrangement of holes being shown in detail in part end elevation Figure 302.
  • the disc has, coaxial with rotational axis, another internal volume 815 capable of admitting passage of second fluid to inject at 277 through aperture 816, and which is closable after lift and return of central nozzle 816, along the lines disclosed in Figure 295.
  • Figure 303 shows in elevational plan a view of an injector head 813 having a looped hollow tube 826 of semi-spiral configuration, optionally with a closed end, suitable for rotational and non-rotational application, with fluid issue 810 shown opposite a series of injection holes 812a in the side wall of the tube.
  • the axis of rotation of injector head may be aligned in any relationship with the volume to which injection is provided.
  • the fluid to be injected can be partly used as lubricant.
  • FIG. 304 a rotatable head 827, screw fixed to rotatable drive member 828, both being located by fixed injector body 829, with bearing surfaces 830 being lubricated by seepage from injection fluid gallery 831 supplied from passage 831a, via a ring 832 of wick-like or porous or permeable material. Injection by fluid pressure wave through ring and passages 832a is shown at 810.
  • all or part of the injector body may be integral with a portion of the working chamber, such as the cylinder head.
  • the invention further comprises reciprocating, retractable and projectable and / or telescopic action injection heads.
  • the reciprocating injection heads may move to and fro in fixed relationships to engine cycle or portion of it, such as compression and / or expansion stroke.
  • These entail the slidable mounting of a hollow member inside or outside of a hollow guide member of similar configuration, or of a multiplicity of such slidable members mounted about one another in nesting fashion, and may be fixed or movable (eg rotatable) in other planes.
  • the slidable members may be straight or curved in elevational profile, and be of any convenient cross-section including circular, blade-like, cruciform, star-shaped, etc.
  • the extendable / retractable action may be incorporated in an injector for one or both of two significant reasons; to provide controlled fluid supply to working area far removed from injector base when cyclical motion of engine body portion permits (eg when piston is before say nine-tenths of way up compression stroke), or to provide better fluid mixing or atomization generally. This would especially useful in large combustion chambers served by a single injector, as for example in marine engines.
  • Fluid may be delivered through holes in end and / or other portion of slidable members communicating with interior hollow portion, and / or delivery may be effected by disposing holes of differing cross-sectional area, location, quantity, and / or alignment in adjacent members slidable about each other, so that in operation a controlled sequence of multiple fluid delivery is effected by progressive alignment of holes in different components moving relative to each other.
  • a pre-injection pressure build-up will cause injector head portion to extend with some issue of fluid through injection apertures, with major injection taking place at considerably higher pressures once extension had been initiated, then reduction of pressure causing cessation of injection and retraction of head portion.
  • extension of head portion may be achieved by the combustion process itself, for example where portion of injector head defines a pre-combustion area or chamber of combustion engine.
  • portion of injector head defines a pre-combustion area or chamber of combustion engine.
  • the pressure of gases expanding in the pre-combustion zone when firing commences causes the injector head portion to be "blown" or forced to a different portion, say against spring action, and to return at any later period, including when pressures in main and pre-combustion zones equalize.
  • the art of mounting rotatable, reciprocal or slidable members is well known, these known techniques being readily employable in the construction and embodiments of the invention.
  • Figure 305 shows elevationally and Figure 306 shows in sectional plan view, a telescopic reciprocal or "lizard-tongue" type action, comprising a three-part injector head assembly, of blade-like cross-section.
  • Figure 305 it is shown solid in non-injecting position and dotted in fully extended position.
  • the majority of holes 810a for fluid issue 810 are in the long ends or sides of the blade-like sections 835, the latter extending against the tension of wish-bone configuration leaf springs 833, biased to return injector portions to a recessed position.
  • Further holes 836 are provided to align with each other at certain stages during extension of the assembly.
  • the projecting elements are shown curved in Figure 305, but they may be straight.
  • the injector heads of any of the embodiments of the disclosure are generally shown by way of example to be aligned perpendicular to or approximately parallel to an upper plane of the working volume 1002. Alternatively, they may be aligned at any angle relative to the cylinder head or working volume, whether portions of the injector rotate or not.
  • the fluid delivery device includes either ignition means and / or includes or defines a pre-combustion zone, and / or the fluid delivery device is rotationally or reciprocally movable for any reason, including to vary the compression ratio in the working chamber.
  • the pre-combustion zone may only be properly defined by fitment of the device to the combustion chamber head or other part, portions of the device and head together forming part of pre- combustion zone wall or boundary.
  • a wall or shrouding assembly or a depression may be positioned on or in the cylinder head next to or at the fluid delivery device, both together partly enclosing the pre- combustion zone.
  • spark or arc ignition may be instigated by an electrical bridge across terminals on the device, or between one terminal mounted on the device and another terminal mounted on or formed by any other engine component, including chamber or pre-combustion zone wall, or valve, piston or rotor head, etc.
  • one terminal of an electrical bridge may be on the device, with the other elsewhere in the working chamber.
  • the terminal(s) on a combined device unit may be of any configuration, including dome, L-shaped member, ring, including ring coaxial with unit axis, and be of any convenient electrically conductive material, including metal and carbon. Ignition may be along current "cold” spark principles or along principles recently under development which involve using a "hot” arc, including those systems referred to as plasma ignition, wherein the arc causes a jet of super-heated gas to be expelled rapidly through an aperture or restriction to ignite a combustible mixture.
  • the ignition means may be mounted adjacent to fuel orifices, or the ignition means could be mounted coaxially with at least portion of the device, such as nozzle.
  • the small area in which the arcing and super-heating of gas occurs to provide plasma ignition is additionally provided with fuel supply means, so that the same area acts as source of plasma ignition and pre-combustion zone.
  • portion of an injection system such as a nozzle acts as one terminal of an ignition system, including arc of plasma ignition system.
  • Figure 307 shows lower portion of an injector fitted to engine head or block 840 formed in such a way that a pre-combustion zone 841 is created to give access to main combustion chamber 842.
  • Injector 843 a with injector head 843 is optionally movable rotationally and / or reciprocally, say by means of the device of Figure 298, from the position shown solid at 860 to that shown dotted at 844 and / or any position in between, for any purpose including to vary compression ratio.
  • Optional sealing rings are provided at 861.
  • Injector 843a is made of non-conductive material such as ceramic.
  • spark terminals are shown at 845, with an alternative single terminal shown at 846 for providing spark to engine wall portion 847 made of conductive material, or locally containing conductive material that is part of or linked to and electrical circuit.
  • the spark can be to a metallic injector head 843.
  • Figure 308 Another example is given in Figure 308, described below.
  • an injector portion be capable of reciprocal movement, to effectively provide a variable compression ratio combustion chamber or a variable capacity pre- combustion zone volume.
  • An example was illustrated schematically in Figure 307. where 860 and show two of many alternative positions of injector assembly 843a. Because the pre-combustion zone volume is integral with the combustion chamber volume as whole, varying the former volume will change the effective compression ratio.
  • the movement of injector head and therefore variation of pre- combustion zone size may be variable while the engine is in operation, either manually or automatically, and be dependent on such factors as temperature, starting condition, engine speed and / or load, intake charge pressure, atmospheric pressure, charge composition, fuel employed, etc.
  • variable position piston or head assembly constructions are known in association with other devices and may be embodied in any appropriate manner.
  • One way of carrying the invention into effect would be to bias, by spring loading, the injector portion toward its most retracted position against a rotatable cam operative against injector assembly base.
  • Injector movement may be directed by any system of guides, channels, grooves, projections, depressions, ledges, cams, etc.
  • Injector components may be of any suitable material, including ceramics, ceramic glasses, etc.
  • any injector head assembly of the invention may have reciprocal and / or rotational motion during each injection (to effect a slewing of injected fluid), and the degree of this reciprocation and /or rotation be made variable according to engine operation mode, say by means of cams capable of rotational and / or axial movement.
  • Figure 308 shows schematically a combined injector / ignitor mounted in a head 1004 and having ceramic body portion 843a forming a shroud or wall 848 defining pre-combustion zone 850, containing extensible needle 849 mounted reciprocatable in direction 1802, having central end hole 849b and multiple angled side holes 849a. Needle 849 is in mounted in component 854 reciprocatable or adjustable in direction 1802.
  • Component 854 is shown in a retracted position, but can be moved to any number of extended positions, as indicated by its lower end shown dashed at "A" and "B".
  • Weep holes 849a and linking passages 845a optionally provide lubrication to inner and outer bearing faces of movable component 854.
  • Plasma or spark ignition 852 is provided between terminals 852a and 852b, connected to electrical circuits 851.
  • the side holes are masked, and may optionally provide slow weeping to lubricate bearing between needle and body 843 a.
  • the end hole is unmasked, and during the operating cycle a small amount of fuel will leak out, shown at 1818, sufficient to create a combustible mixture in zone 850.
  • the pressure in the working chamber is such that too little fuel leeks out prior to a pressure wave for ignition in zone 850 to be initiated.
  • fuel for ignition at 1818 is delivered by a deliberate pressure wave, either an initially distinct "pre-wave", or the early part of a principle pressure wave.
  • a pressure wave in the fuel supply is sufficient to cause needle 849 to extend and fuel to spray from all the holes as at 810, into both into pre-combustion zone and the main portion of the combustion chamber 842.
  • the needle When the pressure wave recedes, the needle returns to its retracted position.
  • an initial small pressure insufficient to move the needle, delivers a small amount of fuel 1818 to chamber 850, and a subsequent increase in pressure or separate larger pressure wave extends the needle and supplied fuel to the main chamber 842.
  • the effect of varying the extension of cylinder 854 is two-fold. It will vary the overall compression-ratio in the combustion chamber, a desirable feature, and it will vary the mixture in the zone 850, assuming no adjustment is made to fuel pressure during non- injecting portions of the cycle. As noted, the varying of the position of cylinder 854 may be during operation of the engine.
  • Figure 309 shows schematically a similar arrangement to that of Figure 308, where like features generally have the same numbers.
  • the difference from the previous Figure is that there is no component 854 and needle 853 has holes 849a mostly configured to provide fluid to working chamber 842 when at maximum extension.
  • fuel 1818 has wept out of the end hole.
  • a pressure wave injects the major portion of fuel at 810 into the combustion chamber 842.
  • the lower portion of the injector is the form of a disc, of any form but optionally approximately circular, the disk having peripheral fluid delivery apertures.
  • the disc rotates within the working chamber and / or reciprocates into the working chamber at least partly during fluid delivery.
  • Figure 310 shows schematically two embodiments of a disc configuration injector mounted to reciprocate in direction 1802 in head 1004, in the retracted position shown partly masking pre-combustion zone 850 from main combustion chamber 842. Like features are numbered similarly to those in Figures 308 and 309.
  • the needle 855 is mounted directly in the cylinder head 1004, and has an integral disc-shaped head 856, and an interior fluid carrying volume 855a.
  • the head is of metal and is part of electrical circuit 851 for creating spark 852, via an electrical connection outboard of the head (not shown).
  • Weep holes for lubrication of the bearing interface between needle and head are provided at 849a.
  • passage 858 links volume 855a to the periphery of the disk. Small fluid passages in the needle 855 are indicated by dashed lines at 856a.
  • the mixture in volume 850 is ignited by spark 852 and the resultant expansion blows needle / head assembly 855 / 856 into the combustion chamber 842 to position shown dashed at 856b, optionally against return spring loading (not shown), and a pressure wave delivers fuel in the normal way at 810 via passage 858.
  • the needle head seats tightly in the cylinder head to mask large fuel delivery orifices 859. If the seating or seal is continuous around the circumference of the head, the pressure in zone 850 will be that of the combustion chamber when the head returned to its seat and will always be less than that at maximum compression ratio when combustion is ideally initiated. It is often desirable to initiate combustion at a pressure less than that possible during continuing combustion.
  • a fine passage can be provided at 857 in the disc head 856, to slowly increase pressure in zone 850.
  • passage 857 is too small to permit the pressure in zone 850 to ever equalize the maximum pressure in chamber 842, within the designed cycle time. Combustion is initiated as described for the left side of the diagram.
  • a sufficiently large orifice at 859 will reduce or eliminate the requirement for a pressure wave during ful delivery, saving the power drain, cost, mass and bulk of a high-pressure fuel pump.
  • the normal low pressure maintained in the fuel system can be sufficient for a sufficiently large amount of fuel to be pushed out of orifice 859 while head is clear of its seat. It is unlikely to form much of a spray and will tend to remain close to the orifice. If the temperature in the combustion chamber is sufficiently high, portion of the fuel will start combusting immediately, and the kinetics of expansion will quick distribute the remaining fuel through the chamber.
  • This low pressure and low velocity delivery is in some ways similar to the methods of carrying fluids into a working chamber that are disclosed subsequently herein.
  • Figure 311 shows the bottom part of an injector capable of delivering two separate fluids independently, wherein a first fluid travels from “A” and a second fluid from “B".
  • Injector body 1801 is mounted to reciprocate in direction of arrow 1802 in cylinder head 1004, and is shown in a fully extended position, with its outline when retracted and seated at 1803.
  • Main fluid "A” moves down passage 1804 to an optionally annular fluid gallery 1805 and, optionally after a pressure wave is induced, is injected in a spray 1807 via passages 1806 when component 1801 is towards the apex of its extension.
  • the piston head is then in the region indicated by dashed line 1001 and the decent of component 1801 has caused charge gas to be compressed in the narrow gap between piston head and bottom of component 1801, causing an accelerated gas flow in direction 1806 across and past spray 1807, increasing the speed an efficiency of fluid / charge mixing.
  • the injector body returns to its normal seated position at 1803, the fuel delivery passages are masked by the head, and therefore only marginally affected by the pressures in the working / combustion chamber.
  • Second fluid "B” enters a fluid supply chamber 1809, and when a pressure wave is induced in fluid "B", plunger 1810 lifts off its seat causing fluid to be expelled at 1811.
  • fluid "B” is deliverable at any time, including when component 1801 is retracted or seated.
  • a fluid gallery has a spring- loaded flexible wall which bulges out when a pressure wave is induced in the fluid, and when the pressure wave recedes, the energy given up by the wall returning to its original position induces a smaller secondary pressure wave in reverse direction to the first.
  • This second wave may serve either to balance the fluid delivery system, or to cause addition fluid to enter the working volume, or both.
  • Figure 312 shows the lower portion of such an injector body 1801, here reciprocating in direction 1802 and shown at the lower limit of travel, with fluid entering from “A” to flow down passage 1804 into gallery 1805, from where passages 1806 communicate with the periphery of the disc portion of body 1801.
  • spring loaded gallery wall 1812 bulges out to position shown dashed at 1813 and fluid is injected at 1807 into the working chamber 1002.
  • the return of wall 1812 causes the extra fluid in gallery 1805 to also be injected, thus extending the injection period somewhat, and simultaneously causes a secondary smaller reverse pressure wave in passage 1804.
  • component 1801 is already partly retracting as the main pressure wave recedes, and the spring action of wall 1812 serves mainly to create a reverse pressure wave in passage 1804.
  • Figures 310 through 320 a certain number of fluid passages are shown to illustrate the principles of the invention. In alternative embodiments, any other number of passages may be provided.
  • the fluid delivery device has little or no injection action, and instead carries fluid into the working chamber at an appropriate time in chamber operating cycle.
  • a pocket of fuel when carried into or exposed to the combustion chamber in some manner will start to combust virtually instantaneously, especially if the fuel is to some degree pre-heated.
  • the combustion of the first of the fuel at the point of delivery is likely to cause a sufficiently rapid expansion of the first products of combustion, so that the kinetic energy of expansion will ensure the effectively immediate distribution of the remaining fuel through the combustion volume.
  • Figure 313 shows two embodiments in parallel, wherein part of a reciprocating fuel delivery device 1801 is mounted in head 1004, and is shown in its extreme extended position, when fluid delivery is taking place. When it is not, the device returns to its seat and its lower face is approximately flush with head working chamber surface.
  • Circumferential depression(s) which may be discrete or continuous and / or annular 1813, are mounted in the perimeter of the disc, which is here shown centered on tensile member 1814, with both injector body 1801 and tensile member 1814 capable of independent reciprocation in direction 1802. Two alternative methods of low-pressure or "no-pressure" fluid delivery are shown.
  • fluid "A” flows down passage 1804 to pool in depressions) 1813 when component 1801 is retracted or seated as shown dashed at 1803.
  • fluid "B” has also pooled in some kind of depression 1816 formed in the head.
  • the fluids sitting in the depressions 1813 will inter act with the fluid in the working volume 1002.
  • "A” or "B” being a fuel, local vaporization or boiling is likely to take place in the region of 1818.
  • 1801 while 1801 is extended volume 1817 has wholly or partly filled with fluid. As 1801 returns to its seated position it can force fluid back up passage 1815, creating a significant reverse pressure wave.
  • the fluid in volume 1817 can wholly or partly be forced or injected into the working chamber 1002 via passage(s) 1819, angled in any convenient direction.
  • the fuel delivery device may rotate instead of reciprocate.
  • Figure 314 shows in partial section and Figure 315 in plan view from the combustion chamber two alternative embodiments in parallel.
  • a rotating fuel delivery device 1801 is mounted on a tensile crank link or rod portion of a piston / rod assembly 1814, which both reciprocates and rotates once in every four reciprocations, and is hollow to permit gas flow to or from the combustion chamber(s).
  • Device 1801 is keyed at 1824 to hollow rod 1804 so that it only rotates with the rod but does not reciprocate, being restrained from doing so by any convenient means (not shown) within or above the head 1004.
  • fuel passage 1804 within the device fills volume 1813; on the left side, fuel passage 1815 in the head fills volume 1813.
  • In the head are four depressions 1821 also mounted 90 degrees apart, each effectively a type of pre-combustion zone.
  • Figure 315 shows volumes 1813 aligned with and exposed to depressions 1821 , permitting the fuel carried in the volumes to combust, as indicated schematically at 1826.
  • the volumes are aligned with fuel delivery passage 1815, allowing the volumes to be refilled with fuel.
  • the volumes are refilled from passage 1804 during their approximately 90 degree travel to the next depression 1821.
  • the device 1801 may also deliver at least one other fluid, indicated schematically on the left side by passage 1822, small aperture 1825 and spray 1823 into combustion chamber 1002.
  • fluid delivery is by pressure wave down passage 1822, but any convenient method of delivering a fluid may be used, including the methods disclosed herein.
  • rod 1814 does not rotate and there are no keys 1824. Instead, the rotation of device 1801 is effected by any convenient means, including mechanical or electric drives mounted in or above the head. If either the fuel and / or the secondary fluid have lubricating properties, secondary passages as indicated on each side at 1827 can be provided to the bearing surfaces.
  • the fluid delivery devices do not surround a tensile crank link or piston / rod assembly, but are stand alone devices mounted at any convenient location in the cylinder head or other portions of the structure enclosing the working chamber.
  • Figures 316 and 317 show stand-alone equivalents of the twin embodiments of Figure 313 and the twin embodiments of Figure 314 and 315, respectively.
  • a plan view from inside the working chamber of the embodiments of Figure 317 would be as Figure 315, but with central member 1814 removed.
  • Secondary passages 1827 provide fluid for lubrication to bearing surfaces.
  • stand-alone devices are small and light and have an almost needle-like configuration, especially if reciprocating.
  • FIG. 318 One embodiment is shown by way of example in Figure 318, wherein needle- like fluid delivery device 1831 mounted in head 1004 and reciprocating in direction 1802 is shown in fully extended position, with combustion in chamber 1002 taking place at 1818.
  • What was previously volume 1813 is now an annular circumferential depression 1832, which is shown dashed at 1833 when the device is in retracted position and sitting on its seat 1834.
  • depression 1832 is filled with fluid from one or more depressions in the head 1835, which may be annular, supplied with fluid via passagel 836.
  • Optional secondary passage at 1827 supplies fluid to bearing surface.
  • the needle-like fluid delivery device has an internal passage supplying fluid, as shown schematically in Figure 319, wherein like features are numbered as in Figure 318.
  • Fluid from central passage 1837 fills annular depression 1832, shown dashed at 1833 when device 1831 is on its seat 1834.
  • the device 1831 may be constructed along the lines of a poppet valve, with a spring above the head returning it to its seat, and be actuated by any convenient means, including electric solenoid or rocker arm.
  • the fluid delivery device is inserted from above the head, which incorporates by any convenient means a stop to insure that, in the retracted position, the tip of the device is more or less flush with the head surface to the working chamber.
  • Such an inserted-from-above device may carry a plurality of separate fluids to the working chamber, and the devices of Figures 318 and 319 can be adapted to do so.
  • FIG. 320 portion of an inserted-from-above device is shown schematically in Figure 320, in which similar features are as numbered in preceding Figures.
  • Device 1831 reciprocating in direction 1802 and shown in retracted position, has a passage 1804 for lower pressure fluid flow to annular or otherwise shaped depression(s) 1833, and a separate passage 1822 supplying the same or another fluid to working chamber 1002. Fluid delivery via passage 1822 and aperture 1825 may be by any convenient means, including by pressure wave to cause spray at 1823.
  • the piston shown dashed in the TDC position at 1838, may optionally have a depression 1839 to accommodate the device when extended and, in the case of IC engines, depression 1839 may effectively comprise a pre-combustion zone.
  • fluid delivery actuation and / or valve actuation is directly effected by reciprocal motion of the piston / rod assembly, by any convenient means.
  • Such means include a rocker device, one end of which actuates a fluid delivery device or activates a valve, the other end of which communicates with a projection or depression in or other part of a portion of the piston rod assembly, optionally that portion which penetrates the head and which is located in a volume above the head.
  • the number of ways mechanical linkages can be employed to effect actuation is virtually limitless; here two examples are illustrated schematically.
  • FIG. 321 and plan section Figure 323 show a fluid delivery device 861 having a crescent-shaped head 862
  • vertical section Figure 322 and plan section Figure 324 show a poppet type valve 863 having a crescent-shaped head 864, with views arranged about a common center-line.
  • valve 863 is in some way similar to the ring valves disclosed in Figures 70 through 73_.
  • the hollow piston / rod assemblies 1206 reciprocating in direction 1802 are virtually identical, and the Figures show the fluid delivery device and the valve at maximum projection from the head 1004 into the working chamber 1002, whose cylindrical face is indicated at 865.
  • Both fuel delivery device and valve have a collar 866 and coil spring 867 to return them to a retracted position on a seat in the head.
  • the fluid delivery device is somewhat similar to that of Figure 316, having a central passage 1831 to fill multiple depressions 1813 located in the vertical face of the crescent shaped head, with fluid supplied to the top of the device via flexible and optionally coiled fluid line 868 and olive 869 and collar 870.
  • the piston portion of the piston / rod assembly 1206 is shown at or close to top dead center as fluid is delivered.
  • a split or "Y" shaped rocker 884 is pivoted about axis 871 on two widely spaced brackets 872 mounted on the head by means of fasteners 883, with the two arms 873 rising and converging to hold a roller 874, with the two forks of the "Y" converging at lower level in a bowl shaped surface 875, with a hole for the device 861 to pass through, which depresses the spring collar 866 during actuation.
  • Actuation is effected by the roller passing over a cam 876 in the form of a ring screwed to the top of the rod portion of the piston rod assembly, optionally using a thread of sinusoidal cross- section 877, and located by keys 878.
  • FIG. 322 and 324 the arrangement shown is suited to piston rod assemblies which only reciprocate, or simultaneously reciprocate and rotate (as is the arrangement of Figures 322 and 324, if there is lubrication and / or allowance for lateral movement of roller 874 relative to cam 876).
  • the piston is towards bottom dead center as the valve is open, optionally to admit charge air from above-the-head volume 879 via port 880.
  • a different "Y" shaped rocker is pivotally mounted about axis 881 on two brackets 882 attached to the head by fasteners 883 and separated from it by variably installable and removable shims 884.
  • the two arms of the rocker 885 converge in a plate 886 having a depression to receive the top of the valve stem and which terminates in an axle 887 on which a wheel 888 is rotatably mounted.
  • the wheel engages with a different cam 876 screwed to the top of the piston rod, optionally using threads of sinusoidal cross-section 877, and located by means of key 878.
  • the cam face will optionally have segments of approximately sinusoidal configuration, as indicated schematically at 889.
  • Figures 321 through 324 are by way of example; any mechanical system can be used to cause the reciprocal and / or rotational movement of the piston and / or piston rod assembly to directly actuate the delivery of fluid to the working chamber and / or to open and close a valve communicating with a working chamber.
  • the principles of fluid delivery disclosed herein can be embodied in any kind of reciprocating or rotating device. Any of the features relating to fluid deb ' very in this disclosure may be combined in any way with each other and with other features and devices, to form embodiments not specifically described herein.
  • the injectors of Figures 308 through 310 may be rotatably mounted in the heads. In the description and illustration of fluid delivery devices, including those shown in Figures 293 through 324.
  • any of the fluid deli very devices disclosed herein has a curved body, on installation to be fitted into a hole or aperture in any engine component adapted to that curvature, as shown for example in Figures 508 and 509.
  • a rotating and reciprocating piston / rod assembly is mounted in a cylinder assembly that is rotating (but not reciprocating) in a housing or casing in a direction opposite to that of the piston / rod assembly.
  • fluid or fuel has to transferred at least to the rotating cylinder assembly from a fixed supply point in or on the housing or casing. This can be done by any convenient method, including as disclosed below.
  • an annular well for fluid is provided in a rotating body, a fixed supply for the well, and optionally a sensing device to determine the level in the well.
  • Figure 538 shows schematically such an arrangement on one side of a centerline CL of a piston / rod assembly 2 shown at center of reciprocation CR in direction 3, roughly corresponding to the direction of gravitational attraction, to define two working chambers 8 inside a cylinder assembly 1 rotatably mounted in a casing or housing 5 by means of bearings, schematically indicated at 6, with extremes of reciprocation shown dashed at 4.
  • An annular gallery 7 is maintained filled to a predetermined level by a supply line 9 incorporating a level sensor.
  • Injectors 10 are gravity fed via internal passages 11 , with fluid delivery initiated by means of electrical signal via built-in circuits 12, brush 14, contact 13 and electrical wiring 15.
  • the combined supply line and fluid level sensor 9 is so configured as to properly function when the angle of fluid surface in gallery 7 changes due to strong centrifugal forces, indicated schematically dashed at 16.
  • a fixed fluid delivery component of any form is positioned against any appropriate portion of the rotating body, fluid delivery passages in the ring aligning with fluid reception passages in the rotating body at selected locations and / or times during the rotational cycle.
  • Figure 539 shows schematically in partial section a portion of a rotating body 1 , containing a reciprocating component shown dashed at 4, mounted in a casing or housing 5 by any means including roller bearings 6.
  • Rotating surface 19 communicates with ring 17 having compound flanges 18, partly used for fixing to casing or housing 5 as indicated at 20.
  • the ring has an internal fluid gallery 21 supplied by fluid delivery line 22, the gallery having one or more apertures 23 which align with one or more passages 24 leading to one or more fluid delivery devices (not shown) at selected times during rotation.
  • the fluid is at low or no pressure other that when passages are 23 and 24 are aligned, and when they are aligned there is an increase in pressure, including to the fluid delivery device.
  • passage 23 is elongate, so that variation of timing of any pressure wave in 22 will cause variation of timing of fluid delivery in the fluid delivery device(s), as indicated schematically in Figure 540, where portion of the ring 17 is shown dashed superimposed over portion of surface 19 shown in solid line. There is likely to be some seepage of fluid., which in many applications will act as a lubricant at surface 19.
  • seals are provided under the flanges at 25, and optionally these seal may be hollow and supplied with another or the same fluid via supply line 26 shown dashed, with optionally some slight pressure wave induced in the hollow of the seals at a timing relate to or to match the pressure wave induced through line 22.
  • any engine having contra-rotating cylinder and piston / rod assemblies drives or is driven by another mechanical device having principle contra-rotating assemblies, such as a turbine or an electric generator and / or motor.
  • the piston / rod assembly is attached to one of the rotating assemblies of the other device by connectors of effectively variable length.
  • Such variable length connection serves to partially de-couple the piston / rod assembly from the device rotating assembly, and thereby enable the two components to some degree move independently of each other, useful when permissible tolerances, wear rates and / or clearances are different.
  • Figures 541 and 542 show schematically, in half section and quarter section taken at "A" respectively, such an arrangement.
  • Working chambers 8 are defined by piston / rod assembly 2 reciprocating in direction 3 and rotating clockwise is mounted in cylinder assembly rotating anticlockwise on bearings 6 mounted in housing or casing 5.
  • One portion 28 of the device is attached to the cylinder assembly by means of fasteners having axes 32, the other portion 27 is suspended from an tubular extension 29, optionally with holes 30, of one end of the piston / rod assembly 2.
  • the suspension is by any kind of elestomeric or extendable / retractable connector 31 attached to anchorages indicated by circles, such as any kind of mechanical or gas spring, including as disclosed herein.
  • Component 27 is laterally fixed by means arm 34 attached to casing 5 by fasteners having axes 20, the arm terminating in a pivotally mounted wheel 32 situated between two guides 33 mounted on rotating component 27. At extremes of reciprocation, the connectors are in positions 31a. Because the connectors are of variable length, and because the masses of components 2 and 27 are not fixedly linked, it will be easier to initiate the acceleration and deceleration of one of the components, during which the connectors will be in the position shown at 3 Ib in Figure 542.
  • the connectors are optionally part of a stroke magnifier, including as disclosed elsewhere herein, to permit component 27 to move between extremes of reciprocation as shown at 35.
  • the device's two principle components are shown as of substantially cylindrical configuration.
  • the devices' principle components are substantially of the form of two contra-rotating discs.
  • an electrical generator and / or motor has two principle components substantially of the form of two contra-rotating discs, one of which is the rotor and the other a moving "stator".
  • one of the discs is a fixed stator and the other is a rotor.
  • Figure 543 shows a layout similar to Figure 541. with like components similarly numbered. The difference is that a disc 36 is attached via spacers 34 to cylinder assemblyl by means of fasteners having axes 32, and the reciprocating and rotating assembly comprises a flanged cylinder 39 attached to the piston / rod 2 by means of end plate 38 and fasteners having axes 33.
  • a second disc 37 rotatable in direction opposite to that of disc 36, is fixed laterally relative to casing 5 by means of angled thrust bearings 35, with the connector 31 between cylinder 39 and disc 37 as described above for figure 541.
  • cylinder assembly 1 and disc 36 are not rotatable but are fixedly mounted directly or indirectly to casing 5.
  • an electrical circuit between a fixed point and a moving oblect is maintained by a metal wheel rotatably mounted to a fixed axle, with optionally an electrically conductive lubricant and / or paste positioned between axle and wheel.
  • Figure 544 shows schematically part of a cylinder assembly 1 rotating about axis CL to which a metal plate 38 is attached by means of fasteners having axes 32.
  • a metal roller bearing 44 Maintained in contact with plate 38 is a metal roller bearing 44, comprising fixed metal axle 39, metal rollers 40 and rotating metal outer shell 41, with electrical circuits 45 connected to axle and rotating plate.
  • the windings are comprised of any convenient segments arranged in any sequence and / or orientation, wired together in any manner.
  • fluid is maintained in a reservoir or tank, positioned in any convenient location, at close to the maximum pressure needed for any part of the operating cycle of the engine, and bled off at discrete and optionally variable intervals in optionally variable quantities at any time fluid delivery is desired.
  • the fluid tank is filled under pressure to at least the maximum desired pressure for proper fluid delivery to the engine, and maintained at close to that pressure however much fluid is drawn from the tank, until a determined minimum of fluid in the tank is reached.
  • the tank is filled at any convenient pressure including atmospheric, the tank is sealed, and thereafter the fluid in the tank is subject to a pressure that remains more or less constant, however much fluid is drawn from the tank, until a determined minimum of fluid in the tank is reached.
  • the tank is optionally thermally insulated.
  • Figure 545 shows schematically such a tank 51, having fluid line in 52, fluid line out 53, each with non-return valve 63. Fluid is maintained under pressure in volume 54 by means of a piston 57, having a long stem which penetrates the tank, and a coil spring 56, optionally seated in recesses 63.
  • seals 58 on the piston head which travels in direction 59, with extremes of position shown dashed at 61 and 61a.
  • the piston can be moved to position 61a against the force of the spring by any kind of mechanism, shown schematically at 60, including a geared or worm drive, a solenoid, an electric motor, and / or a hydraulic device.
  • the force on the piston that maintains the pressure in volume 54 is, additionally or alternatively to a mechanical spring, a gas spring or a fluid under pressure.
  • a separate reservoir of the same fluid that is passing through lines 52 is provided in volume 55.
  • volume 55 is linked by passage 64 to another reservoir or tank 65, both shown dashed.
  • volume 55 is air, it is optionally maintained at a pressure to at least partly balance that in volume 54 by a variably operative pump with non-return valve, shown schematically dashed at 66, with air entry indicated at 67.
  • volume 55 is additionally or alternatively linked by passage 68 to a reservoir or tank 69 having a piston 71 powered by any kind of spring 70, to maintain the fluid in volume 55 at pressure to at least approximately balance the pressure in volume 54.
  • the fluid in volume 54 is hydrogen for a combustion engine
  • the fluid in volume 55 is air. If seals 58 are not perfect, a small dilution of the hydrogen in volume 54 is not likely to significantly affect the performance of the engine.
  • the principles disclosed above of maintaining fluid in a tank at a more or less constant pressure largely irrespective of how much fluid is in the tank can be adapted to any device or mechanism which holds fluid.
  • transmissions are referred to, especially in relation to Figures 325 through 425. 463, 464 and 473 through 476, they can be fixed single-ratio transmissions, variable-ratio stepped transmissions, or continuously variable transmissions (CVT' s), including the CVT' s disclosed herein in Figures 426 through 461.
  • CVT' s continuously variable transmissions
  • variable parameters is determined, controlled and / or varied by manual action, and / or by a computer program, or by a combination of both, the latter either on separate occasions or simultaneously: speed of one or more engines together or separately; direction of thrust of any propulsion device(s) together or separately; position or angle of rudder airfoil(s) or flap(s) together or separately; degree of extension of airfoil(s) or flap(s) together or separately; angle of attack of airfoil(s) or flap(s) together or separately; degree of extension of airfoil portion(s) relative to other(s) together or separately; position or angle of any photovoltaic array(s) relative to fuselage, together or separately.
  • Any computer program is loaded into one or more computers which provide and optionally receive varied electrical circuits to directly or indirectly vary the parameters, by any appropriate means.
  • Such means optionally include, and the determination, control and / or variation referred to above is optionally by, use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • the computers are mounted in any convenient location on or in the craft.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, at least one or more sensors or measuring devices determining one or more of the following: forward speed; direction of wind; force of wind; any wind shear; angle of hull from the normal vertical position; height above ground; ambient air pressure; ambient air temperature; proximity of nearest object(s); speed of motion of nearest object(s); weight of aircraft; pressure of fluid(s) in any actuating device on board the aircraft; temperature of fluid(s) in any actuating device on board the air craft; temperatures in one or more portions of any engine; pressures in one or more portions of any engine; the composition of portion of the exhaust gas of any combustion engine; temperature and / or condition of air in any enclosure for an operator and / or any other enclosed space; the rate of fuel being used; the quantity of fuel used and / or remaining.
  • the new engines will have a significantly better power density than conventional reciprocating engines, and perhaps also better than conventional turbines, they are suited to aircraft in general and those with propellers or rotors in particular. In the case of helicopters, the lightness of the un-cooled engines enables then to be placed, for example, just under the rotors without seriously affecting overall craft balance.
  • Two engines to provide maximum desired performance can be employed to directly or indirectly dive a rotor shaft to which blades are attached, with each engine separately engagable and dis-engagable. If one engine fails, it can be disengaged, to permit the other engine to power the craft to safety at lower speed.
  • a helicopter is powered by a hybrid electric / IC engine system, using the engine(s) of the invention and or any other IC engine.
  • a hybrid powered helicopter half of an electric motor is part of the rotor shaft, and the other half is mounted on or part of a fixed rotor post, with the motor driven by a generator powered by one or more engines of the invention, mounted in any convenient location.
  • the motor is driven either directly or via a controller, which is optionally linked to an energy storage system of any kind, including a battery pack or capacitor or flywheel.
  • the energy storage system can additionally and optionally be replenished by photo- voltaic cells mounted on the craft, and it can also be used to drive a second rotor, including a tail rotor.
  • a safety emergency parachute is housed within the fixed central post on which the rotor shaft is mounted.
  • the central post optionally incorporates or is attached to the stator of an electric motor.
  • the parachute would be automatically or manually deployed to both slow the craft's descent and to ensure that it was properly aligned to land on its wheels or skids.
  • the landing wheels or skids are attached to the craft by energy absorbing devices, which progressively decelerate the craft on landing, and / or energy absorbing devices are incorporated in the seating of crew and passengers.
  • schematic Figure 325 shows a sectional plan through a fixed hollow rotor mounting post 4601 on which rotor shaft 4602 is rotatably mounted. Part of craft sides are indicated at 4603, and overhead rotor blades are shown dashed at 4604. Two alternative drive arrangements are shown.
  • engine 4605 has a drive shaft terminating in a toothed gear 4606, optionally small, which is engagable and dis-engagable with toothed gear 4607, optionally large, mounted on the rotor shaft 4602.
  • gear 4605 drives the rotor shaft via transmission 4644 having an output shaft terminating in a toothed gear 4606.
  • the transmission has variable drive ratios.
  • variable ratios are useful for varying the relative thrust generated by the propulsion device or blades in relation to the power generated by the IC engine, to adapt to different forward speeds, different operating conditions and different weather.
  • main rotor direction is clockwise as indicated at 4608, then each engine drive shaft is turning anti-clockwise. Whether two engines or two engines driving two transmission are used, each system is separately dis-engagable if it should fail, leaving the craft with power from one system to make an ordered landing.
  • any convenient mechanical drive between one or more engines and the rotor shaft may be employed.
  • Figure 326 shows schematically in longitudinal vertical central section a hybrid craft, with direction of normal motion indicated at 4700.
  • One or more engines 4605 and linked electrical generators 4609 are mounted under a front seat, with a battery pack 4611 and electrical controller 4612 mounted behind under a passenger seat, and two photovoltaic panel assemblies 4613 shown dashed mounted on the craft roof. Skids 4614 are attached by struts 4615 designed to crumple and absorb energy on impacts much greater than those caused by normal landing. Running lights are provided, including at least port light 15, green starboard light (not shown) and white rear light 16.
  • a cockpit area 35 inside fuselage 39 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above.
  • the mounting post may be fitted with a shroud 4629 to protect the electric motor from the elements, and to reduce the risk of lines tangling with the main rotor blades 4620 when the parachute is deployed, shown dashed at 4630.
  • the parachute enclosure has a lid 4631 , which in a selected embodiment remains attached to the top of the parachute as it deploys.
  • the explosive device is triggered to project the folded parachute upwards in direction 4632 in such a manner that it unfolds to the proper form shown dashed at 4630.
  • the art of projecting packed parachutes from housings is well known, for example in automotive drag racing.
  • the art of projecting large objects of substantial mass upwards is well known, as for example in the ejection of pilot plus seat plus parachute in military aircraft.
  • the mounting post will need a substantial floor or base 4623 to withstand thrust loads when the parachute is deployed.
  • the parachute contained in a fixed mounting post 4601 can equally be provided in the embodiment of Figure 325.
  • the engines of the invention may be used in any fixed wing aircraft, either to in part propel the craft through the air, or to power one ore more ancillary systems aboard the aircraft.
  • Noise is an important restriction on the movement of aircraft in general, and small airports in particular. Many airports the world over have a decibel limit on the noise permitted during the day, and a lower limit or a ban on flying at night time.
  • the engines of the invention are generally inside thermally and acoustically insulated housings, the engines themselves will produce virtually no noise, and aircraft with such engines will be able to use airports when normally-engined aircraft cannot.
  • the new engines have better power-to-weight ratios, so the aircraft either can be made lighter and more economical and therefore use shorter runways, or the craft can carry a greater load. They will also have better power-to-bulk ratios, so wing mounted engines will be less bulky and present less air resistance. They are un-cooled, so airflow does not have to be directed to engine cooling, with consequent loss of aerodynamic efficiency, as is the case with conventional engines. This lowered air resistance and improved drag will lead to further fuel efficiencies and economies. Perhaps most importantly, the new engines will be much more efficient, so less fuel is needed for a given travel distance, so again the aircraft either can be made lighter and more economical, or can carry a greater load.
  • Figure 327 shows schematically by way of example a single-engined light aircraft 4641 with a propulsion device 4642, optionally a propeller but alternatively a wholly or partly shrouded impeller or propeller or fan, with . direction of normal motion indicated at 4700.
  • Running lights are provided, including at least red port light 15, green starboard light (not shown) and white rear light 16.
  • a cockpit area 35 inside fuselage 39 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above.
  • a starter motor 4643 coupled to a transmission 4644 in turn linked to the engine of the invention in an insulated housing 4645, all shown dashed.
  • the transmission has variable drive ratios. Such variable ratios are useful for varying the relative thrust generated by the propulsion device in relation to the power generated by the IC engine, to adapt to different forward speeds, different operating conditions and different weather.
  • the location of the starter motor may be in any convenient alternative position, including between engine and any transmission or on the opposite side of the engine to the propeller. In the configuration of Figure 327, all the mechanical systems except the propeller are accessible from within the craft.
  • Figure 328 shows schematically a twin propeller light aircraft 1651 in section through a propulsion / power assembly, with direction of normal motion indicated at 4700. Running lights are provided, including at least red port light, green starboard light (both not shown) and white rear light 16.
  • a cockpit area 35 inside fuselage 4651 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above.
  • the propulsion power assembly comprises a propulsion device 4642 mounted on a rotatable shaft 4654, the shaft in turn mounted in bearings 4653 affixed to portion of aircraft structure within motor cowling 4652.
  • the propulsion device is optionally a propeller, but alternatively is a wholly or partly shrouded impeller or propeller or fan.
  • a rotor portion 4622 of an electric motor is attached to or forms part of shaft 4654, while a stator portion 4625 of the motor is affixed to air craft structure within the cowling.
  • This craft has an energy storage system such as a flywheel or a battery pack at 4611 , linked to a controller at 4612, with energy provided by twin sets of generators 4609 powered by IC engines 4505, of any design including as disclosed herein.
  • Electrical power supply to wing motors is shown at 4618.
  • One or more optional photovoltaic (PV) array assemblies 4613 are mounted on fuselage, with supply to controller shown at 4617. Additionally or alternatively, photovoltaic array assemblies 4655 may be mounted on the aircraft wings. In this arrangement, every part of the aircraft drive system, except the propellers and electric motors on the wings, and the optional PV array, is accessible from within the aircraft during flight.
  • PV photovoltaic
  • the engines in the helicopters or aircraft disclosed are the engines of the invention, which can be thermally, acoustically and vibrationally insulated to any degree, whether mounted inboard a helicopter or winged aircraft, or mounted outboard in any convenient location, including on the wing.
  • the compound engines of the invention are adapted for aircraft use by having a reciprocating IC engine first stage driving one or more wholly or partly shrouded impellers or propellers or fans, with hot high pressure exhaust from the reciprocating engine used to wholly or partly drive a turbine or jet.
  • the principles of using a reciprocating engine to power a turbine in a compound IC engine have been disclosed previously herein, and are illustrated schematically and described in relation to Figures 14 through Jj).
  • Figure 329 shows a schematic layout of a reciprocating / turbine compound IC engine located in a nacelle or housing 4730 and driving a conventional propeller 4661 generating thrust at 4666.
  • the propeller is driven by the reciprocating engine stage 4662 which takes in air at 4664, with direction of normal motion indicated at 4700.
  • Hot high-pressure engine exhaust wholly or partly drives the turbine stage 4663, which has optional provision for by-pass air at 4665, to generate thrust at 4667.
  • the propeller is directly or indirectly mechanically linked to the turbine stage by a rotating shaft 4668.
  • the transmission has variable drive ratios. Such variable ratios are useful for varying the relative thrust generated by the propulsion device in relation to the power generated by the turbine stage, to adapt to different forward speeds, different operating conditions and different weather.
  • any pollutant and / or CO2 removal system can be placed in the hot high pressure exhaust gas flow between the reciprocating stage and the turbine stage, as indicated at 4722.
  • Figure 330 shows a schematic layout of a compound engine driving wholly or partly shrouded contra-rotating impellers or propellers or fans 4671 , with direction of normal motion indicated at 4700.
  • a shroud or cowling 4672 is attached to the compound engine by means of struts or fins 4673, with the reciprocating engine stage 4662 taking in air at 4664 to power the contra-rotating propulsion devices 4671 , which create thrust at 4666.
  • Hot high-pressure engine exhaust wholly or partly drives the turbine stage 4663, which has optional provision for by-pass air at 4665, to generate thrust at 4667.
  • the propeller is directly or indirectly mechanically linked to the turbine stage by a rotating shaft 4668.
  • the front of the shroud has a protective grille 4674, to prevent the ingestion of birds and other objects.
  • the blades of the grille are optionally so aligned as to properly proportion the flow of air within the shroud, or to direct more air to one zone than another.
  • any pollutant and / or CO2 removal system can be placed in the hot high pressure exhaust gas flow between the reciprocating stage and the turbine stage, as indicated at 4722. If desired, transmissions can be incorporated in drive lines, optionally as indicated at 4722a.
  • a reciprocating engine stage does not drive any propulsion device directly, but is used solely to generate hot high pressure gas for the turbine stage, to which it may be mechanically linked.
  • schematic Figure 331 shows such a compound engine in a nacelle or housing 4730, with direction of normal motion indicated at 4700.
  • the enclosure to the reciprocating engine stage 4662 extends forward at 4674 to support a protective grille 4674 through which air 4664 for engine 4662 passes, the grille serving as a shield to prevent ingestion of foreign matter, including birds.
  • the hot high pressure reciprocating engine exhaust at least partly powers the turbine 4663 stage, which generates thrust at 4667.
  • by-pass air for the turbine is provided at 4665.
  • the IC engine is optionally directly or indirectly linked to the turbine by shaft 4668. If the optimal rotational speed of reciprocating stage output shaft differs from that of the turbine stage shaft, an optional transmission is placed between them, as indicated schematically at 4644. In another embodiment, the transmission has variable drive ratios.
  • any pollutant and / or CO2 removal system can be placed in the hot high pressure exhaust gas flow between the reciprocating stage and the turbine stage, as indicated at 4722.
  • the engines of Figures 329 through 331 can be attached to or mounted on aircraft in any way, including on wings or tailplane and / or on or in the fuselage.
  • Figure 432 shows schematically a compound reciprocating / turbine IC engine mounted in the rear portion of an aircraft 4734 having tailplane 4732 and high-mounted rear wing 4733, rear white running light 16 at rear of fuselage 39, with direction of normal movement indicated at 4700.
  • the engine is that of Figure 330, with propellers or fans 4671 , reciprocating stage 4662 and turbine stage shown dashed in outline.
  • the housing 4730 for the engine and fans is within the fuselage, with air supplied via optional ram effect at 4723 to enter the fuselage 4734 and housing 4730 via externally mounted scoop 4731.
  • the housing is likely to create a bulge in the exterior skin around it, which may flare out to tubular form at the rear to accommodate the turbine stage.
  • the air is partly accelerated and / or compressed by the fans for the reciprocating engine stage, especially if it is a two-stroke, and to a degree also for any extra or bypass air for the turbine, which creates thrust at 4667.
  • the placement of the engine within the fuselage will substantially reduce aircraft noise, as perceived by outside observers.
  • the reciprocating engine of the invention can be used as a gas generator solely to provide hot high-pressure gas to the turbine stage.
  • the reciprocating stage effectively replaces the compressor and combustor of the conventional turbine engine.
  • a compound reciprocating / turbine is used to power a generator, with the turbine stage of the compound engine used to crate thrust to assist in driving and / or steering the aircraft.
  • the different components of a compound can be relatively widely separated, to distribute weight, to reduce resonance and / or vibration, or for any other reason.
  • the different components of a hybrid system can be positioned in any convenient location and in any convenient orientation.
  • FIG. 333 a schematic elevation of a rear portion of an aircraft - either fixed wing or helicopter - is shown in Figure 333, where 4701 is the rear portion of a fuselage, 16 a white rear running light mounted at rear of fuselage 39, 4702 the base of a tail assembly - which in the case of helicopters optionally includes a rotor - and where direction of normal motion indicated at 4700. Items within the interior of the fuselage are shown dashed, including one or more generators 4703, electrical power supply 4704 to controller or motor (not shown), drive shafts 4705 and universal joints 4706, reciprocating engine stage 4707 and turbine stage 4708.
  • FIG. 434 shows a schematic plan view of a helicopter, wherein the rear rotor is optionally replaced with a turbine stage having directionally variable thrust.
  • Running lights are provided, including at least red port light 15, green starboard light 15a and white rear light 16.
  • a cockpit area 35 inside fuselage 4714 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above.
  • the movement of the main rotor, outline shown dashed at 4713 will tend to rotate the fuselage 4714 in clockwise direction 4715.
  • Turbine exit gas passes through an adjustable deflector tube 4716 to create thrust in direction 4667, which will tend to rotate fuselage anticlockwise sufficiently to cancel out main rotor rotational loads and permit regular forward travel in direction 4700.
  • the thrust deflector tube 4716 When change in direction is desired, the thrust deflector tube 4716 is angled to new positions shown dashed at 4717. In addition to the thrust tube axis being variable in a horizontal plane, it may also be variable in a vertical plane (not illustrated). In an alternative embodiment (not illustrated), thrust is defected by means of an adjustable pitch airfoil, fin, flap or rudder. Eliminating the mass and cost of the rear rotor and its drives and substituting a turbine which serves both to provide substantial additional thrust and to balance the craft is an important advantage, leading to greater fuel economy.
  • a reciprocating / turbine compound engine can be so configured as to have between 15 % and 40 % of total net power directed as thrust, with balance used to power an electrical generator, which may drive an electric motor located elsewhere, or to power any wheels, propellors or other dive systems, wither directly or through a transmission.
  • a compound reciprocating / turbine IC engine may have widely separated portions.
  • a reciprocating stage may drive a propulsion device at the front of the aircraft, with hot high pressure exhaust gas transferred from the reciprocating stage via optionally thermally insulated passage to a turbine stage mounted elsewhere, including on a wing, in a projecting nacelle or at the rear of the aircraft.
  • Figure 335 shows schematically a light fixed- wing aircraft 5721, with a front end similar to that of Figure 327.
  • Running lights are provided, including at least port light 15, green starboard light (not shown) and white rear light 16.
  • a cockpit area 35 inside fuselage 4725 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above. Items within the aircraft fuselage 4721 are shown dashed.
  • the reciprocating stage 4545 of the compound engine drives the propulsion device, here a propeller 4642, via a transmission 4644 to generate thrust at 4666, with a starter motor 4643 placed between propeller and transmission.
  • the transmission has variable drive ratios.
  • Hot high pressure exhaust gas from the reciprocating engine travels via optionally thermally insulated passage 4709 to wholly or partly power the turbine stage 4708, which generates thrust at 4667.
  • An air scoop for the reciprocating stage is provided at 4711 , with an optional second scoop for turbine bypass air at 4712.
  • any exhaust emission or CO2 removal system can be placed in the exhaust gas flow to the turbine stage, here indicated at 4722.
  • an electric motor mounted in a nacelle or housing drives a propulsion device and has a turbine stage mounted behind it in the same nacelle or housing.
  • the turbine stage is part of a compound reciprocating / turbine IC engine, with the reciprocating stage mounted elsewhere, optionally inside the aircraft fuselage.
  • An optionally insulated passage conducts hot high pressure exhaust from the reciprocating stage to the turbine stage via a hollow strut or fin supporting the nacelle.
  • Figure 336 shows schematically a nacelle 4672 attached to the fuselage 4701 of a helicopter, fixed- wing or lighter-than-air aircraft, by means of a hollow strut or fin 4553.
  • an electric motor 4699 driving the propulsion device 4671 to generate thrust at 4666, with an optional air scoop provided at 4720 to provide cooling for the motor.
  • Behind it is the turbine stage 4663 of a reciprocating / turbine IC compound engine.
  • Another part of the aircraft houses the reciprocating stage, from which hot high pressure exhaust gas is ducted through the strut 4553 via optionally thermally insulated passage 4562.
  • any exhaust emission or CO2 removal system can be placed in any convenient location in the hot high pressure exhaust gas flow between the reciprocating stage and the turbine stage, here in the fuselage as indicated at 4722. It enters at 4697 to wholly or partly power the turbine stage 4663 and create thrust at 4667.
  • the reciprocating stage elsewhere in the aircraft powers a generator, also elsewhere in the aircraft.
  • the generator supplies electrical power for the motor 4699 either directly or via a controller and / or an energy storage device, located elsewhere in the aircraft.
  • Optional scoops are provided at 4665 to provide any turbine bypass air.
  • the cental rotating shaft systems 4668 of the motor and the turbine are optionally co-axial, and may be mechanically linked either directly or by a transmission 4644.
  • the transmission has variable drive ratios.
  • the strut 4553 houses electric power circuits 4557 and electronic motor, turbine and sensor controls 4558.
  • the power unit of Figure 336 can be mounted on or in an aircraft in any convenient way, and can drive propellers or fans which are open or shrouded. For example, it may drive shrouded fans in a nacelle in a layout similar to that of Figure 330, where an electric motor would replace the reciprocating stage 4662, and hot high pressure exhaust gas would be ducted to the turbine stage 4663 through the nacelle, which could be mounted on a hollow strut or fin, in the manner of Figure 336.
  • twin power units are mounted on a hybrid electric drive aircraft, as shown in schematic plan view Figure 337 of a twin engined light aircraft 4725, with direction of normal movement indicated at 4700.
  • Running lights are provided, including at least port light 15, green starboard light (not shown) and white rear light 16.
  • a cockpit area 35 inside fuselage 4725 is provided with at least combined height and direction control 36, variable power or thrust control 37 and pilot seat 38.
  • the aircraft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described above.
  • the upper surfaces 4726 of the main wings are entirely covered by photovoltaic arrays, shown broadly hatched, except for the leading edges 4736 and the flaps 4727.
  • Power units are mounted in nacelles 4730, attached to the aircraft by hollow struts or airfoils 4553, which here function as tail wings and have flaps 4737, and there is a tailplane 4738 with rudder 4739.
  • Each nacelle contains the basic power unit of Figure 436, except that electric motor 4699 is driving shrouded fan blades 4671 and is supported by internal hollow struts 4729 to create a partially circumferential volume 4728 for air to the turbine stage 4663 of a compound reciprocating / turbine IC engine, with the fan and turbine stage in variable proportion creating thrust at 4667.
  • the air is partly accelerated and / or compressed by the fan blades 4671 for the turbine stage.
  • each compound engine reciprocating stage 4662 drives an electrical generator 4609 which supplies an energy storage device 4611 , which in turn supplies power to electric motors 4699 in the nacelles, via optional controller 4612.
  • Hot high pressure exhaust from both reciprocating stages is discharged into a common exhaust gas treatment system 4722, which may remove any substance from the gas including CO2, and from there flows via common optionally thermally insulated passage(s) 4740 via passage split to the turbine stages in the nacelles 4663.
  • a flap or gate 4741 pivoted at the rear at 4742, which is controlledly pivotable in direction 4743, which apportions the flow of hot gas according to each power units requirements.
  • a compound reciprocating / turbine IC engine has one reciprocating stage provide hot high pressure gas to multiple turbine stages.
  • Two reciprocating stages and two generators are shown in Figure 337 for reasons of safety, but they could be replaced by a single larger engine and a larger generator, with gas from one reciprocating stage powering two turbine stages.
  • the nacelles with their power units are shown supported on hollow struts attached to the fuselage, but the struts and nacelles could alternatively be mounted on the main wings and a separate tail wing provided.
  • the power units and associated housings could be mounted integrally with the main wing and / or integrally with the fuselage, along the line of the arrangement of Figure 332.
  • All and any features described in relation to electric hybrid drive systems in aircraft using compound engines can equally, where appropriate, be used in marine craft, with turbine stages discharging either above or below water.
  • all or part of the fuel supply system and / or the at least partial electronic control of engine operating parameters disclosed schematically in Figures 1, 13, J ⁇ and 20 are adapted for any of the engines of Figures 329 through 337.
  • a photovoltaic array or panel on any part of exterior surface of an aircraft surface is mounted on a frame or panel which is in turn mounted on one part of some type of ball or swivel joint, with the other part of the joint mounted to an extendable and retractable post.
  • the working surface of the photovoltaic (PV) array is substantially flush with and approximately parallel to the adjacent surface of the aircraft.
  • the post can be extended and the panel be turned to the optimum position facing the sun or other light, either manually or automatically or by some combination of both.
  • PV arrays When passenger aircraft are occupied and parked on a runway and taxiing, a substantial amount of energy is required to maintain air conditioning, lighting, radio communication and other services.
  • the sun When the sun is substantially overhead, the PV array will provide optimum electricity for the weather conditions, but when the sun is at lower angles, PV performance is substantially impaired. By raising the PV array and angling it to face the sun, electric production is increased very substantially.
  • the provision of PV arrays would cut down requirements for heavy and fuel-thirsty auxiliary power units. Although known to produce considerable energy in bright moonlight, PV arrays generally function poorly or not at all at night. But aircraft power needs are very much less at night, since air cooling is not required and any passengers are mostly sleeping, therefore using aircraft systems less.
  • adjustable PV arrays Another use for adjustable PV arrays is in aircraft that are parked or stored for longer periods.
  • the energy provided could be more than enough to provide sufficient air handling or drying as to keep interior temperatures at reasonable temperatures and reduce humidity and so prevent the onset of mold or rot. It could also provide power for systems that would monitor conditions and send out wireless reports at intervals, or to power an alarm system that could wirelessly or otherwise report attempts to break into and / or steal the aircraft.
  • a small energy storage device used with the PV array could ensure that wireless or other contact was maintained around the clock indefinitely.
  • Figure 514 shows a PV array 71 mounted on a frame or other support structure 72, in turn mounted to the upper portion of a ball joint 73, the lower portion of which 74 is fixed to a post 75 extendable and retractable in a housing 77 in direction 76.
  • the PV array can be arranged in any position by any means, oriented in any convenient direction to most optimally face the sun. For example one position is shown dashed at 79, another is shown chain dashed at 80.
  • the PV arrays are of any convenient size; for example in this embodiment they are shown deployed between aircraft ribs 81.
  • the post is retracted / extended and the array is swivelled or otherwise adjusted either manually or mechanically, or some combination of both.
  • the ball joint preferably has a strong friction grip, to prevent movement under unequal wind loads (the assembly is more or less balanced).
  • operation is mechanical, it can be controlled by an operator optionally remote, or it can be controlled automatically, or by some combination of both. In an important embodiment, if operation is at least partly automatic, it is at least partly controlled by one or more computer programs loaded into one or more computers.
  • a computer program will cause the computer to emit and optionally receive electronic signals that will directly or indirectly by any convenient means determine, control or vary at least one of the following parameters: degree of post retraction / extension; pitch (angle to the horizontal); compass orientation; degree of force holding the array in a determined position to counter unequal wing load or aircraft motion.
  • determination, control and / or variation is optionally by use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • Any computer program is loaded into one or more computers which provides varied electrical circuits to directly or indirectly vary the parameters, by any appropriate means..
  • the computer(s) are mounted in any convenient location on or in the aircraft.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, at least one or more sensors or measuring devices determining one or more of the following: height / angle of sun above the horizon, compass direction of sunlight; mean wind velocity; peak wind velocity, hi alternative embodiments, the adjustable PV array, swivel or otherwise mounted on an extendable / retractable post, is used on the upper surfaces of marine craft .
  • such an array could replace one of the fixed arrays 3842 in Figure 345. one of the fixed arrays 71 in Figures 385 through 395 and in Figure 415.
  • the adjustable PV array, swivel or otherwise mounted on an extendable / retractable post is used on the upper surfaces of any vehicle.
  • such an array could replace the fixed array 71 in Figures 463 and 464. the fixed array 274 in Figures 473 and 474.
  • a winged aircraft has selectively extendable / retractable wing or airfoil extremities, either at the main wings, at secondary wings, or at any optional vertical tail wing or airfoil.
  • a wing extension would provide greater lift at slower speeds, while also providing greater drag. The drag is proportionately much less at lower speeds that at higher speeds.
  • An aircraft with variable wing extremities extended can take-off at lower speeds from shorter runways. It will be traveling more slowly close to take-off, making it easier and more safe to abort take-offs. If an emergency occurs while traveling at normal speed, previously retracted wing extremities can be extended to provide greater gliding capability and lower stall speeds, the reduction in speed making any emergency landing more manageable.
  • variable wing extremities may qualify to meet the overall safety standards the international community expects during large ocean crossings.
  • Any convenient means may be employed to effect variable wing extremities, including any of the embodiments, constructions and features disclosed herein in relation to hydrofoils for marine craft.
  • the fundamental principles involved in the art of hydrofoils and the art of airfoils are the same, since they concern fluid flow, and water and air are both fluids.
  • the skin of a wing extension is of a fabric or other material folded in a bellows-like manner when the wing extension is retracted.
  • Figures 338 through 340 show schematically a bellows-style wing extension, with Figure 338 a plan view, Figure 339 a longitudinal section at "A” and Figure 340 a cross- section at "B", with direction of forward travel indicated at 4680.
  • the wing extension terminates in a fin or vertical airfoil 4681 which is extended / retracted by means of tubes 4683 mounted in cylinders 4684 in turn mounted in main wing portion, optionally actuated hydraulically.
  • the fabric or skin 4685 of the wing extension is attached to the fin 4681 at one end and to the vertical face 4686 of a recess 4687 of the fixed portion 4682 of the wing at the end.
  • the clearance space 4691 between the tubes and the skin is shown symbolically only; its actual dimension will depend on the folding design for the fabric or skin 4685.
  • the tubes are withdrawn into the cylinders, pulling fin 4681 toward fixed wing portion 4682, causing the fabric to fold itself between the sheets or ribs or formers 4688, until the entire extension including the ribs or formers, shown dotted at 4688a in Figure 338 is fitted in recess 4687 and the fin 4681 is hard up against fixed portion as shown dotted at 4692.
  • any coil springs or other energy absorbing devices bias the extension to an extended position, so that if some or all systems fail the wing is automatically extended and in position for slower travel, better gliding and a shorter landing requirement.
  • Any convenient type of rib or former 4688 of any convenient material and / configuration may be used, including sheet as previously described, wire and / or tubular frame of metal or other material.
  • the skin may be of any material suited to repeated folding.
  • Figures 325 through 340 can be applied to lighter-than-air craft such as blimps or dirigibles.
  • the hybrid power systems of Figures 325 and 327 can be adapted for any lighter-than-air craft, and the engines of Figures 329 through 331 can be mounted in nacelles attached to blimp and dirigible aircraft. Any of the features can be combined with any other feature in any manner.
  • the fixed- wing aircraft in the Figures are shown as light aircraft, the can be of any size.
  • the embodiments of Figures 325 through 337 are by way of example; any convenient method of using the engines of the invention to power aircraft can be employed, as can any convenient method of deploying a parachute stored coaxially with a helicopter rotor.
  • the helicopters and fixed- wing aircraft of the invention can use any combustion engine, the exhaust of which can be treated in any manner, including to remove CO2, and as disclosed herein in relation to the treatment of any pollutant(s) and / or undesirable substances, including CO2.
  • Any of the features disclosed herein as applying to aircraft may, where appropriate, be also applied to marine craft.
  • the engines of Figures 329 through 431 and Figure 336 may be mounted above water in or on any kind of hull or superstructure of a marine craft, including fast hydrofoil or other marine craft and /or the marine craft of the invention.
  • the extendable / retractable airfoils of Figures 338 through 340 may equally be embodied as hydrofoils and attached to marine craft above water, and also below water to function as hydrofoils.
  • the extensible and retractable hydrofoils disclosed subsequently, including in Figures 359, 362, 365 and 367 through 371, may be adapted to be embodied in airfoils or wings in aircraft.
  • the illustration are diagrammatic. None of the features are shown at any particular scale in relation to either aircraft or each other.
  • novel embodiments of marine craft are disclosed. Generally, only the novel and distinguishing features are described, with components that are known and commonplace generally omitted, in order to simply descriptions and diagrams and provide a clearer understanding of the inventive steps.
  • a hull a means for varying direction of travel such a rudder, manually or mechanically actuated by a control such as wheel or tiller; if not purely a sailing vessel one or more through-the- water propulsion devices such as propellers driven by at least one combustion engine or electric motor of any kind; a means for varying the speed of any engine driving a through-the-water propulsion device actuated by a control such as a lever; at least one means for reversing direction of thrust of the propulsion device(s) and therefore the craft; any and all night-time running lights required by any law such as the COLREGS including at least a red port- side light, a green starboard-side light and a white stern light; and optionally some degree of longitudinal depression or projection such as keel in the under-water portion of the hull for maintaining improved directional stability.
  • the marine craft disclosed herein that are longer than between five and ten meters have some kind of a superstructure at least containing a space from which the craft is operated or managed, often called a wheel house, in which in at least one of the controls referred to above are optionally located.
  • the superstructure optionally includes any kind of accommodation for crew and / or passengers, and / or for any other purpose including for cargo and / or machinery.
  • the craft disclosed herein shall optionally be equipped with a pump for moving excess or unwanted liquid from within the hull.
  • the craft should be equipped with any safety life vest, life preserver, life raft or life boat as required by law.
  • variable parameters is determined, controlled and / or varied by manual action, and / or by a computer program, or by a combination of both, the latter either on separate occasions or simultaneously: speed of one or more engines together or separately; direction of thrust of any propulsion device(s) together or separately; position or angle of rudder or any hydrofoil flap(s) together or separately; degree of extension of all or portion(s) of hydrofoil(s) or flap(s) together or separately; angle of attack of hydrofoil(s) or flap(s) together or separately; degree of extension of hydrofoil portion(s) relative to other(s) together or separately; position or angle of any photovoltaic array(s) relative to hull, together or separately.
  • Any computer program is loaded into one or more computers which provide and optionally receive varied electrical circuits to directly or indirectly vary the parameters, by any appropriate means.
  • Such means optionally include but are not limited to, and the determination, control and / or variation referred to above is by any appropriate means, including by use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • the computers are mounted in any convenient location on or in the craft.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, one or more sensors or measuring devices determining at least one or more of the following: forward speed; direction of wind; force of wind; any wind shear; angle of hull from the normal vertical position; water depth below underside of hull; ambient air pressure; ambient air temperature; proximity of nearest object(s); depth of water under the hull; speed of motion of nearest object(s); pressure of fluid(s) in any actuating device on board the craft; temperature of fluid(s) in any actuating device on board the craft; temperatures in one or more portions of any engine; pressures in one or more portions of any engine; the composition of portion of the exhaust gas of any combustion engine; temperature and / or condition of air in any enclosure for an operator and / or any other enclosed space; the rate of fuel being used; the quantity of fuel used and / or remaining.
  • the engines of the invention have potentially valuable applications in marine craft, where they will create significant fuel savings. Initial calculations have shown that the new engines can have power- to-weight and power-to-bulk ratios many times greater that today's commercial products, and require up to half the amount fuel needed by current engines, per unit of work.
  • the combination of reduced engine weight, and reduced fuel requirement and fuel weight for a given journey, is especially advantageous in marine craft, where the reductions in engine and fuel weight and bulk permit reducing hull size and structure, leading to further weight, bulk and cost savings.
  • the engines of the invention are suited for every kind of marine craft, used for commerce or pleasure, whether partly powered by sail or not. Because the engines can be small and compact, they can be mounted next to a propulsion device, such as a propeller, screw or jet.
  • the engine is mounted on one side of a rudder post in the hull and drives the propulsion device, which is on the other side of the post in the water, with the rudder.
  • the engine pivots within the hull, with the rudder and propulsion device pivoting outside the hull.
  • elevational view Figure 341 and plan view Figure 342 show schematically the rear portion of a marine craft, wherein 3801 is a rudder post mounted in the stern portion of a hull 3802, the post supporting both the exterior rudder 3803 and an interior cradle 3804, both pivoting with post in bearings 3805.
  • the engine of the invention 3806, or any other engine, together with an optional transmission 3807, are mounted in the cradle, and to a degree counterbalance the mass of the rudder and propulsion device 3808, in this embodiment a propeller, with the transmission being linked to the device 3808 by shaft 3809.
  • the transmission has variable drive ratios, including as disclosed herein.
  • there is no transmission. Such variable ratios are useful for varying the relative thrust generated by the propulsion device in relation to the power generated by the IC engine, to adapt to different forward speeds, different operating conditions and different weather.
  • Rudder, cradle and engine are shown dashed when angled to effect a craft turn. Any appropriate glands and seals may be provided around the joints between rudder post and hull and between shaft and hull, to prevent water entering the hull.
  • the engine can be mounted in the rudder cradle outboard the hull, as shown schematically by way of example in similar Figures 343 and 344, where like features are similarly numbered and illustrated.
  • an optional counterweight 3814 can be attached to rotating rudder post inside the hull, together with appropriate bearings and seals to and around the rudder post. In the elevations, items within the hull are shown dashed.
  • the counterweight is a fuel or water tank. None of the features as shown are meant to be at any particular scale to one another.
  • the engines 3806 and optional transmissions 3807 are replaced by electric motors.
  • the engines of the invention are part of a marine hybrid electric propulsion system, wherein an electric motor powers the propulsion device, and the engine powers a generator. Electrical power either goes from the generator directly to the motor, or goes there via an electric storage system, such as a battery pack or a flywheel, and / or some form of controller.
  • the hybrid marine propulsion system includes one or more photovoltaic arrays supplying energy to an energy storage system, such as a flywheel and / or one or more electrical batteries.
  • Figure 345 shows the hull portion of a sailboat 3820 with a hybrid drive system, wherein an electric motor 3821 drives a shaft 3809 which drives propulsion device 3808, here again a propeller.
  • an electric motor 3821 drives a shaft 3809 which drives propulsion device 3808, here again a propeller.
  • an engine 3806 driving an electrical generator 3821a, which directly or indirectly drives the electric motor 3821.
  • An optional energy accumulator 3822 is provided, here a battery pack, which is loaded and unloaded via a controller 3823.
  • Any type of energy accumulator may be used, including a flywheel driven by a variable speed electric motor / generator.
  • Electric power conduits from the photovoltaic arrays and the wind machine to the controller are shown schematically at 3826, and the electrical supply to the propulsion motor at 3827.
  • the waterline is shown at 3828, the main exterior deck surface is shown dashed at 3829.
  • the sailboat has a life preserver 29, white rear light 16, green starboard light 15a, a superstructure 30 which is part wheelhouse, which contains a wheel-type steering control 28 and a lever-type combined propulsion speed and reversing control 32.
  • the craft optionally has a computer, indicated schematically at 34.
  • a marine craft has no combustion engine and instead has an electric drive system, with a propulsion device being driven by an electric motor, optionally through a rotatable shaft, with power to the electric motor being supplied from an energy storage system, such as electric batteries, which are optionally at least partly charged by wind-powered generators or photovoltaic arrays.
  • the energy system is optionally being re-charged by photovoltaic arrays and / or wind-driven electrical generators mounted on the craft. It could additionally and optionally be driven by one or more sails.
  • such a craft could be schematically illustrated by modifying Figure 345 to omit engine 3806 and generator, with all other features left unchanged.
  • Both the hybrid drive system and the electric drive system may be scaled and applied to any type and size of craft, including very large cargo carriers, military craft, etc, whether or not such craft also have masts and sails.
  • large oil tankers typically have a large more-or-less horizontal deck surface, much of which is ideally suited to accommodate photovoltaic arrays.
  • IC engines including the engines of the invention are mounted in hydrofoil marine craft, having fixed or extendable / retractable hydrofoil posts.
  • the engines of the invention because less bulky and heavy than conventional engines, are exceptionally suited to hydrofoil craft.
  • the entire engine with a propulsion device such as a propeller can be placed in a substantially continuously submerged keel element at the foot of a hydrofoil post or leg, with fuel and air supply, exhaust return and electric / electronic control all mounted within a hollow strut or leg.
  • a propulsion device, eg a propeller can be housed in the foot of a hydrofoil post, below the normal waterline.
  • Hydrofoil marine craft should be efficiently and safely operable when, for certain reasons such as severe weather, the hull cannot be lifted above the water. If operable at moderate or greater speeds with the hull above the water, then those parts of the craft which remain below the water surface preferably have a streamlined aspect with swept-back projections, to reduce risk of snagging lines and better deflect encountered objects, as well as to present the least possible drag.
  • the distance between the bottom of the main portion of the hull and the surface of the water should be sufficient to permit the hull to fully clear waves or chop of a designated amplitude, while still maintaining the in-the-water elements at a minimum depth below the variable elevation of the water surface at all times.
  • the in- the-water elements are retractable / extendable relative to the hull.
  • Such retraction / extension can be effected in any convenient way, including by making the hydrofoil post telescopic, and / or by hinging the top of the post at the hull and by variably rotating the post up towards the hull.
  • the ability to mount an IC engine or electric motor in a below-water housing or nacelle makes extensible / retractable posts more viable, compared to the traditional layout with the engine in the hull, since it is more difficult to employ hinged or telescopic drive shafts than fixed-length shafts. Not having drive shafts in the posts also eliminates much of the noise and vibration associated with traditional hydrofoils.
  • the hydrofoil configurations of the invention have the engine or electric motor in the hull and at least one drive shaft in a hydrofoil post The variation of craft balance during post retraction or extension while in motion is probably easier to manage with telescopic posts.
  • Figure 346 shows in schematic profile or elevation a craft having the basic elements to support the optional movement of the hull 4001 above the waterline 4002, principally in direction 4003. They comprise a post 4004 which is telescopically extendable / retractable from a sheath, housing or guide system 4004a of any convenient type and which is fixed to the structure of the hull in any convenient manner, with the lower end of the post attached to a keel or keel-like element 4005 always at least partly in the water.
  • Hydrofoils 4006 are attached to keel element and / or post, as is at least one adjustable vertical hydrofoil or rudder 4007, here pivoted about axis 4007a.
  • a propulsion device such as a propeller is shown at 4008, with IC engine or electric motor power module 4009 coupled to optional transmission 3807 and connecting shaft 4008a shown dashed.
  • the craft has a white rear light 16, green starboard light 15a, a superstructure 30 including a wheelhouse 31, which contains a wheel-type steering control 28 and a lever-type combined propulsion speed and reversing control 32.
  • a computer is aboard, indicated schematically at 34.
  • a reversing mechanism is optionally incorporated into the transmission
  • the transmission has variable drive ratios. Such variable ratios are useful for varying the relative thrust generated by the propulsion device in relation to the power generated by the IC engine, to adapt to different forward speeds, different operating conditions and different weather.
  • FIG. 1 The position of the post when retracted is shown dashed within sheath 4004a, and the waterline with hull in water is indicated dashed at 4002a.
  • the craft may be a mono-post design as indicated in the profile, or the craft may be two posts and hydrofoil assemblies, arranged in parallel.
  • Figure 347 shows in schematic sectional elevation the craft of Figure 346, having a mono-post 4004 terminating in a keel element 4005 having hydrofoils 4006 each side.
  • Figures 348 and 349 show sectional elevations of different craft, which have a longitudinal elevation similar to the craft of Figure 346. In Figures 347 through 349. similar features have been numbered as in Figure 346.
  • any number and layout of posts may employed to support the craft out of the water.
  • the mono-post or twin-parallel-post layout is practical for smaller, lighter craft, where the forward momentum provides stability, as with a motorcycle.
  • multiple posts are desirable, preferably in a longitudinally staggered array, so that the turbulence of one keel / hydrofoil assembly does not excessively impact another. Configurations for larger craft are disclosed subsequently.
  • a single base vessel design may have a particular post-system, but have varying keel elements) for particular embodiments of the base design
  • the hydrofoils or hydrofoil elements may be fixedly mounted to the keel portion, so that they will support hull out of the water at a given elevation at a particular speed / weather combination, or they may be pivotally or otherwise variably mounted to present variable frontal aspect and therefore give variable lift at a particular speed / weather combination
  • the hydrofoils have variable pitch flaps to provide variable lift.
  • variable deflection / lift hydrofoil elements will be shown by way of example herein, but the principles of the invention also apply to fixedly mounted hydrofoil elements.
  • any craft having the engines of the invention additional or alternative power may be provided by sails mounted on masts, and any of the embodiments of craft illustrated herein may have masts and sails even if they are not specifically shown hi mechanically powered craft at least one drive means such as a propeller or water jet is preferably incorporated in the keel element, although it could alternatively be mounted in or on the post or the hydrofoil element hi the case of craft which are mono-posts or have multiple posts abreast and do not have posts mounted behind each other, each keel element/post combination has at least two sets of hydrofoil elements mounted one aft of the other, and optionally also some kind of rudder to facilitate lower speed directional control.
  • a propeller or water jet is preferably incorporated in the keel element, although it could alternatively be mounted in or on the post or the hydrofoil element hi the case of craft which are mono-posts or have multiple posts abreast and do not have posts mounted behind each other, each keel element/post combination
  • some measure of directional control can be achieved by varying the angle of attack of the hydrofoil(s) on one side of the craft from that of the hydrofoils on the other, effectively banking the craft, and / or by increasing or decreasing propulsion power on one side relative to the other.
  • the single keel element of Figure 347 and the twin keel elements of Figure 348 are shown having vertical center-line planes, whether or not these planes align with the axes of their respective posts, hi an alternative embodiment, they have angled or splayed planes which are on an angle other than 90° to the mean water surface - that is non-perpendicular- as shown for example schematically at 4005a in Figure 349.
  • FIG. 350 shows schematically a passenger river ferry 4001 , of low height to permit passing under bridges with hull out of the water, illustrating how post and keel elements can be mounted behind each other, either to give a total of two assemblies, or if at least one pair of posts is provided as in Figures 348 and 349, a total of three or four assemblies. Similar features are numbered as in Figure 346.
  • the keel element is hingeably or pivotally mounted on the post, hi the embodiment of Figure 350, the rear keel element is pivotally mounted on the post about axis 4005a.
  • rudder 4007, propulsion device 4008, and optional axis 4007b are all interchangeable.
  • the engine(s) which power the propulsion device may be mounted in the keel element®, on or in the post(s) or hydrofoils, or in the hull.
  • the features of Figures 346 through 350 arc drawn to no particular scale relative to one another, and axes 4007a and 4007b, as well as all the hydrofoils 4006, can be at any convenient angle.
  • the keel elements may be truncated longitudinally, have only one set of hydrofoil assemblies each, and the rear keel element is pivotally mounted along axis line 4005a on the post, to also comprise a rudder or steering means.
  • the craft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described in relation to the craft of Figures 388 through 395.
  • the drive means can be mounted between, above or below those keel elemsnt portion(s) supporting the rudder.
  • Some of the aforementioned embodiments are shown by way of the examples in schematic Figures 351 through 357, wherein like features have the same numbers, including posts 4004, keel elements 4005, keel element pivot axes 4005a, hydrofoils 4006, rudders 4007 and rudder axes 4007a, marine propulsion devices 4008, drive shafts 4008a, IC engine or electric motor power module 4009, transmissions 3807 etc, with principal direction of travel indicated at 4003.
  • Figure 351 shows a typical longer keel element 4005 attached to post 4004, together especially suited to mono-post or parallel-post craft, since it includes all controls necessary for directing a craft: fore and aft hydrofoils, power module with shaft link to propulsion device, and rudder.
  • the power module is an electric motor
  • electrical circuits 3813 will be provided in the post and keel element; if it is an IC engine, additionally charge air supply passage 3810, optional exhaust gas passage 3811, and fuel line 3812 will be provided in the post and keel element, as shown schematically by way of example in Figure 352.
  • keel elements are also suited to fore and aft post layouts, and in some multi-post craft, motors or engines may be omitted on some keel elements.
  • a front post keel element is fixedly mounted and has no drive means
  • a rear post keel element is both pivotally mounted on axis 4005a and has a propulsion device.
  • the drive means could be incorporated in a fixedly-mounted rear keel element while the drive-less front keel element is pivotally mounted on the post on a post, as shown at the rear post in Figure 350.
  • Figure 353 shows a propulsion device driven by and engine or electric motor in the hull, via drive shafts 8008a and universal joints 4008c in the post and / or keel element Where power requirements are great, both front and rear keel elements could have drive means.
  • Figure 354 shows a smaller keel element 4005 mounted on a smaller post 4004, suitable as a fore post for multi-post craft such as that of Figure 350, in which the rear keel element pivotally mounted on the rear post and effectively comprises a rudder.
  • the keel elements may house a "snap-in" engine or electric motor modules 4009a, connected to propulsion device 4008 by one or more shafts shown dashed at 4008a and universal joints 4008b, as shown in alternate positions in Figures 355 through 357, wherein line 4007a shows an axis for an optional rudder, and 4003 indicates the principle direction of travel, hi the embodiment of Figure 355, the entire power module 4009a complete with contra-rotating propellers is easily removable and replaceable, able to be pulled out in direction parallel to shaft axis. In the embodiment of Figure 356, after the shaft and propulsion device are withdrawn a limited distance along axis of rotation, the power module 4009a pushes out sideways. In the embodiment of Figure 357.
  • the power unit 4009a is mated to a transmission 3807a and the integral package is a "snap-in" module mounted at the top of the keel element, to drive the propulsion device 4008 via shafts 4008a and universal joint(s) 4008c.
  • the transmission has variable drive ratios.
  • a rudder 4007 having a vertical extensible and retractable portion 4011 , the bottom of which is shown dashed at 401 Ia when it is in retracted position.
  • the reciprocal motion of the rudder extension is in any convenient direction, including horizontal.
  • hydrofoils may be deployed on the keel elements) in any way.
  • hydrofoils of constant size are generally shown, but where appropriate extensible / retractable hydrofoils can be used, and embodiments of these are disclosed subsequently.
  • Hydrofoils herein are generally shown by way of example as having close to symmetrical or aircraft wing type cross-section, and linear longitudinal section They may have any cross-section, including wing-shaped, and any longitudinal section, including curved, in any longitudinal plane. If the longitudinal section is of constant radius curvature, or if the cross-section is of any type, then the hydrofoil may have extensible / retractable elements.
  • the posts may have any appropriate cross-section and longitudinal section, whether extensible / retractable or not
  • the extensible / retractable hydrofoil(s) and post(s) are usually described as having telescopic action, but in fact any suitable system of extension / retraction rray be employed Pivoted posts are disclosed subsequently.
  • the posts may be at any appropriate angle to the waterline, as may be the hydrofoils, hi some embodiments the hydrofoils may be so angled that they are partially above the waterline during periods of operation, at such moments giving reduced lift, in the manner of some protected-water hydrofoil craft, for example, as currently used in Sydney harbor, Australia.
  • hydrofoil cross-sections, angles of attack and curvature from base to tip are as shown schematically and / or for sake of clarity, hi practice, hydrofoils may be mounted at any location, at any angle of attack, have any cross-section, and have any degree of curvature, in any plane, hi the Figures, main hydrofoils are generally shown fore of secondary hydrofoils, hi alternative embodiments, main hydrofoils are positioned aft of secondary hydrofoils.
  • the range of hydrofoil / keel element / post combinations is virtually limitless, both for fixed- length posts and extendable / retractable posts.
  • FIG. 358 seven layouts are shown in Figures 358 through 364, in which each in Figure the suffix "A” indicates a schematic side elevation, "B" a schematic front elevation, and "C” a schematic plan of the keel element / hydrofoil configuration, hi these Figures, main direction of travel is indicated at 4003 and is from left to right, 4001 is the bottom of the hull, 4004 a post, 4005 a keel element, 4006 a fixed dimension hydrofoil, 4007 a rudder, 4007a a rudder axis, 4010 a fixed hydrofofl portion and 4011 an extendable / retractable hydrofoil portion.
  • Propulsion devices, drive shafts and power modules are not shown, but may be included in any convenient location, including those described in Figures 341. through 357.
  • the hydrofoils may optionally be pivoted or have other means for varying angle of attack and, where shown of fixed dimension, may optionally or alternatively be of varying dimension by comprising both fixed and extensible / retractable portions.
  • Figure 358 shows a conventional symmetrical layout, with fore main lift hydrofoils and aft secondary lift and / or stabilizing or control hydrofoils.
  • Figure 359 shows hydrofoil components 4010 having portions 4011 extendable / retractable in direction 3901, both of curved configuration, as seen from a front view, with angled secondary upper fore hydrofoils having attachment locations to keel element approximately common with main hydrofoils.
  • the rear hydrofoils have vertical fins 4006a to provide additional directional stability.
  • Any hydrofoil, including those described herein, may have any kind of fin, mounted in any position at any angle.
  • Figure 360 shows a twin-post / twin keel element layout wherein the main and fore hydrofoil 4006 has fins 4006a at each end and is in three parts, a central part linking the two keel elements and a part outboard each keel, with the central part of shallow inverted "V" shape.
  • the angles of the main hydrofoil are reversed, with the central part being of shallow "V" shape, and the outer parts angling upwards from the keel elements.
  • Each keel element has an angled inboard aft secondary hydrofoil.
  • Figure 361 shows a twin keel element / twin angled post layout, with each keel element having two fore hydrofoils of varying size, and only one aft hydrofoil.
  • the inner fore hydrofoil is larger than the outer, and / or the aft hydrofoils are mounted outboard of the keel elements.
  • Each individual hydrofoil can be free-standing, or be supported one or more by tensile members or struts.
  • Figure 362 shows a hydrofoil supported by a single strut or tensile member 4036
  • Figure 363 shows upper and lower tensile members 4036 supporting each of two adjustable pitch hydrofoils 4006, pivoted about axis 4033 and attached to disks 4013 rotatably mounted in keel element 4005, optionally according to a construction disclosed later.
  • the angle from the horizontal of the tensile elements 4036 in this embodiment is significantly greater than the permitted angle of rotation of the hydrofoils about axis 4033.
  • the tensile members or struts may have any appropriate cross- and longitudinal sections including those which may optionally provide positive or negative lift.
  • the tensile elements or struts themselves may have adjustable pitch to provide variable lift, and may themselves be considered as a form of hydrofoil.
  • hydrofoil 4006 comprises a fixed portion 4010 and two extendable retractable portions 4011, one telescopically mounted in the other.
  • the hydrofoils have flaps to provide variable positive or negative lift or rapid braking, in a manner similar to flaps on aircraft wings.
  • hinged flaps are shown schematically at 4034 and dashed in fully extended positions in Figure 364C.
  • a flap 4035 aligned in an approximately vertical plane, pivotable about axis 4036, is provided, here in this enfoodiment towards the rear of keel element 4005 to provide variable side thrust and optionally function as a partial rudder,
  • a pivotable flap such as 4035 in Figure 364, is provided in any hydrofoil and has a pivot axis inclined in any direction, including horizontal to variable generate upthrust or downthrust.
  • such a pivotable flap is provided in any aircraft wing or airfoil.
  • a fin 4029 is shown mounted to the ends of the main hydrofoils to control fluid flow, as in the embodiment of Figure 360.
  • any of the hydrofoils, keel elements and / or posts of a marine hydrofoil craft do wholly or partly function as ballast tanks and / or contain ballast tanks, hi a selected embodiment, any of the hydrofoils, keel elements and / or posts of a marine hydrofoil craft do wholly or partly function as ballast tanks and / or contain fuel tanks.
  • FIG. 358B shows schematically how the ballast volumes) of the starboard main hydrofoil are filled with ballast, here the liquid 3891 through which the craft is traveling.
  • a pump 3892 with passages 3893 cornmunicating with separate ballast volumes in each fore main hydrofoil 4006 is provided in the keel element 4005. hi normal default operation, the ballast volumes on each side of the keel element are equally filled.
  • ballast volumes on the starboard side are filled.
  • the pump transfers the ballast from starboard to port ballast volumes.
  • fuel tanks are located in the hydrofoils, and the fuel is pumped from one side to the other.
  • FIG. 365 a plan section through a post 4004, and Figure 366, a section at "A" through a keel element 4005, show schematically a hydrofoil comprising a fixed portion 4010 attached to keel element 4005, with the fixed portion housing an extendable / retractable portion 4011 movable within a sheath or guide 401 Ia in direction 3901. Principal direction of motion is indicated at 4003, with the position of portion 4011 fully retracted shown dashed at 401 Ia.
  • a fixed hydrofoil portion is larger than needed to accommodate an extendable / retractable hydrofoil portion, so as to provide space within the fixed portion for any purpose, including housing of the following: structural reinforcement, fuel tanks, ballast tanks, sonar, depth finders, video cameras and lights.
  • Figure 365 shows the fixed portion widens towards the keel element, to provide spaces 3902 not housing portion 1011, to be used for any convenient purpose, including for ballast or fuel tank volumes, hi another embodiment, a fixed or extendable / retractable hydrofoil is rotatably mounted on a keel element or post
  • a fixed or extendable / retractable hydrofoil is shown rotatably mounted on a keel element 4005 in schematic Figures 367 through 371.
  • FIG. 367 wherein the general arrangement is shown in plan view Figure 367, sectional elevation “B - B” in Figure 368, section on axis 4033 in Figure 369, detail section “C” enlargement in Figure 370, and detail plan view enlargement of junction between hydrofoil portions in Figure 371.
  • a section through “A” in Figure 367 is as Figure 366, except mirrored Hydrofoil portion 4011 is shown extended from main hydrofoil body 4010 mounted on a keel element 4005, in turn attached to post 4004, with portion 4011 shown retracted in dotted line at 401 Ia.
  • Hydrofoil portion 4010 has and end fin 4029 to improve directional stability, which is omitted in Figure 368 for sake of clarity.
  • the main hydrofoil body 4010 and its extension 4011 are of approximately aircraft wing type cross-section and are adjustably pivotable about center 4012, on axis 4033.
  • hydrofoils of any cross-section may be used, and may be pivotable on any convenient axis.
  • the angle of attack or degree of pivot, in most operating modes, is unlikely to be much more than around 5 to 10 degrees each side of the neutral or "straight ahead" position, but is shown at exaggerated angle at 4012a in Figure 368 for illustrative purpose.
  • the main hydrofoil body 4010 is integrally mounted on a bearing disc 4013, its inner face attached to actuation points 4014 at which actuation levers or tensile elements 4014a terminate.
  • the inner face of disc 4013 also has a connection point 4015 for the system activating the motion of hydrofoil extension 4011.
  • Any suitable actuation system for the hydrofoil may be employed, including the one illustrated schematically here, wherein hydraulic fluid coupled via connector 4015 activates movement of an hydraulic piston and cylinder actuation assembly 4016, housed within hydrofoil 4010 and slidably mounted within a cylindrical recess 4017 within both portions 4010 and 4011.
  • a hollow passage 4018 conducts hydraulic fluid to an anchorage area 4019 in cylindrical recess 4017.
  • fluid sealing devices are indicated schematically at 4028 and 4027a.
  • a coil spring 4021 is optionally mounted about the piston to facilitate the retraction of 4011 within 4010, in the event of loss of hydraulic power or under other circumstances.
  • the anchored end of 4011 may optionally have an irregular or non- parallel end profile, here shown scalloped at 4022, to distribute bending stresses induced in 4010 by up-thrust or down-thrust of 4011.
  • the bearing disc 4013 has a stepped cross-sectional profile at its perimeter, seating in a corresponding profile in the keel section, and is retained by a removable ring 4023 fastened at 4023a.
  • the junction between the bearing disc, the keel section and the ring includes bearing surfaces, optional bearing seals 4024 and an optional circumferential oil reservoir 4025 fed by oil passage shown schematically dashed at 4026.
  • the oil reservoir may be in the form of an oil saturated compressible porous or permeable material or wick.
  • the tribological fluid may be any substance of any composition, including conventional oils, heavy oil, grease, and may be gravity or pressure fed. to this embodiment the oil passage 4026 continues within hydrofoil 4010 to its extremity to terminate in another circumferential reservoir 4027 and / or alternatively galleries or depressions 4027a and seal 4028, both having the approximate form of the cross-section of 4010.
  • the seal is retained by a removable flange or fin 4029 and fastener 4029a.
  • the reservoir 4027 may comprise a lubricant soaked porous or permeable material or wick, with its constituent parts such as fibers so arranged as to absorb oil or other lubricant from the surface of foil extension 4011 during extensible motion, and to give up oil onto the surface of 4011 during its retraction.
  • Any suitable tribological material, including oil, etc. may be used.
  • Either the inner surface of 4010, or the outer surface of 4011 , or both, may house a series of inserts or projections / depressions 4030 which act as bearing surfaces and / or guides, especially useftil if the hydrofoil elements are made of relatively soft material(s).
  • the inserts may be of ceramic materials). As shown in Figure 368.
  • all the inventions, constructions, configurations and details disclosed herein that relate to hydrofoils are adapted for use as airfoils or airfoils, which are attached to aircraft.
  • airfoils include front and rear wings, rudders, flaps, etc, of any cross-section, linear section, curvature, plan profile, range of pivotable motion, and attack angle that are suited to a particular aircraft, hi particular, the constructions, configurations and details disclosed herein relating to extendable / retractable hydrofoils are used in aircraft airfoils, wings and / or rudders.
  • the embodiment of Figures 367 through 37J. is also that of an extendable / retractable aircraft wing. In operation, such a wing would be in an extended position for take-off and landing, or other travel at slow speeds where greater lift is desired, and would be retracted for faster travel.
  • An extensible / retractable post and keel element can be retracted toward the hull to any final retracted position, hi various embodiments, when the keel element is fully retracted it can either be clear of the hull, or wholly or partly up against the hull, or be partly or wholly located within a recess in the underside of the hull.
  • the keel element itself can be so configured as to at least partly function as hydrofoil, to provide lift.
  • Figures 372 and 373 show schematically such a keel element, wherein Figure 372 is an elevational view showing the keel element 4005 in its uppermost, partially recessed position, while Figure 373 is a section through "A" taken when the keel element is in a lowered position.
  • a rudder 4007 is shown hinged on axis 4007a', with electric motor or IC engine 4044 driving water jet propulsion device 4043.
  • a small fin or stub keel is provided at 4006b to provide additional directional stability, and to also protect the rest of the keel element and its fixtures in case of accidental grounding.
  • fin 4006b Moving aft, fin 4006b progressively changes into lower stiffening ridge 4039a, directly under upper stiffening ridge 4039 which, when the keel element 4005 is fully recessed, nests into a corresponding depression 4001a in hull 4001.
  • No conventional hydrofoil is indicated because, in selected embodiments, the keel element may itself have sufficient hydrofoil or lift effect, especially if the angle of attack is somewhat greater than indicated here.
  • the longitudinal section of the more or less horizontal parts 4037 of the keel element are of wing-like cross-section, so provide lift, while the turned down parts 4038 of the keel element restrict the sideways flow of water from underneath the keel element and so contribute to additional support Aft of rudder axis 4007a the depression 4001a has widened out, as indicated dashed at 4001b, so a turning rudder does not foul the hull.
  • An optional stabilizing hydrofoil 4006 pivotable on axis 4037 is provided aft.
  • FIG. 374 and 375 show schematically by way of example an embodiment of a different type of keel element, seen in Figure 374 in plan view from a cross- section through a post, and in cross-section at "C" in Figure 375.
  • An electric motor or an IC engine 4044 drives a water jet or impeller 4043, both of which are located in the keel element 4005 much as in Figure 372, here below a removable access hatch 4044a.
  • the keel element is partly integral with main hydrofoils to produce a new type of composite lifting surface 4040, fitted with flaps 4034.
  • At the rear of the keel element are optional conventional rear hydrofoils 4006 pivotable about axis 4037 and rudder 4007 hinged about axis 4007a.
  • Figure 375 is a section at "C" when the post is extended and shows the upper or back fin 4039 acting as a directional stabilizer and stiffening flange, also acting as a locator to recess in depression 4001a when keel element is hard up against hull.
  • the lower ridge 4039a which at the section line is a truncated form of fin 4006b, also acts as stiffening flange and as a direction stabilizer, as do the stub horizontal portions 4040a of lifting surface 4040. Down-turned fins 4029 are shown at the end of surfaces 4040.
  • the keel element may be integral with the post and, additionally or alternatively, it may effectively comprise a hydrofoil.
  • Figure 376 shows in elevational view an embodiment of such a layout, effectively the region within the chain-dashed rectangle "B" indicated in Figure 372, with Figure 377 being a plan view seen from a cross-section through the post, and Figure 378 being a sectional elevation at "D", with the three Figures all drawn at different scales, hi this errbodiment, post 4004 is not separate from but integral with keel element 4005 which is in turn integral with hydrofoil surfaces 4040 and also an upper housing or nacelle 4039.
  • An IC engine or electric motor 4044 is located below the propulsion device 4043, which in this embodiment a water-jet drive supplied by water via passage 4042 from entry at 4041.
  • Direction of normal forward motion is shown at 4003, with thrust generated by water-jet 4043 indicated at 4045.
  • Flaps 4034 are provided at the rear of surfaces 4040, and side fins 4029 terminate in rudders 4007 pivoting on axis 4007a.
  • a combined stub keel and stiffening flange 4006b is provided more or less directly under the post to take loads, and transfer them to post, in the event of grounding.
  • the line of hull with post and keel element fully retracted is shown chain dashed at 4001 in Figure 376, and in that position the water-jet can still operate by jetting water along hull depression 4001a, until the depression ends with upturn of hull bottom at 4001b.
  • a keel element is effectively a hydrofoil with additional hydrofoils mounted on it
  • a nacelle above the keel element is in two parts, the upper slightly smaller than the lower, such that when the keel element is furthest against the hull, the upper part of the nacelle fits into a specially provided recess in the hull, with access hatches in both the top of the nacelle and in the roof of the depression in the hull, such that access to the interior of the nacelle and / or keel element is possible when the keel element / post is in fully retracted position.
  • both these embodiments are illustrated schematically in the side elevational view Figure 379, the plan view Figure 380 seen from the post cross-section, the section along "E" in Figure 381, all to approximately the same scale, and the larger scale detail around the hull depression in Figure 382.
  • the engine or electric motor 4044 is higher than the propulsion device 4034, in this case a jet drive, and is located within pod or nacelle 4039 stepped at 4039a. Water enters at 4041, passes through passage 4042 to water-jet 4043, which in operation creates thrust in direction 4045, with direction of normal craft travel indicated at 4003.
  • the rudder pivotable about axis 4007a, has an extendable and retractable portion 4051, which when retracted substantially nests within main rudder 4007, and which is pivotally mounted at 4052.
  • 4044 is an IC engine
  • passage for charge air 3810, passage for exhaust gas 3811, fuel line 3812 and electronic controls 3813 are provided in the post 4004 and keel element 4005, which are here essentially integral.
  • the nacelle 4039 is here also integral with post 4004 and with main portion of keel element 4005 including the hydrofoil surfaces 4040, which are in turn integral with vertical side fins 4029, which each have a stub keel component at 4006a.
  • Conventional fore hydrofoils 4006 are mounted on the vertical fins 4029, each with flaps 4034.
  • Surfaces 4040 taper rearwards at 4040a to form stiffening flanges for side fins 4029, at the end of each of which a rudder 4007 is mounted on axis 4007a.
  • the ends of the side fins are spanned by a rear hydrofoil 4006a, pivotally mounted on axis 4033.
  • the lip or step 4039a on the nacelle 4039 rests against main hull surface shown chain-dashed at 1001 and acts as a stop, with the upper part of the nacelle resting in hull depression 1001a.
  • the craft when the hull is in the water, all the systems of the keel element are still usable, and the craft can be powered by the propulsion device, steered by the rudders, and banked by the flaps on the fore hydrofoils.
  • the nacelle lip or step 4039a rests against a seal 4048 mounted in a small recess at the edge of the depression 4001a in the hull 4001.
  • the seal is a hollow tube which can be inflated to create a pressure seal.
  • the propulsion device 4042 or other equipment in the nacelle or keel element from within the hull To access the electric motor or IC engine 4004, the propulsion device 4042 or other equipment in the nacelle or keel element from within the hull, the water remaining in space 4001a is first pumped out, then hatch 4050 in the upper part of depression 1001a is removed, and thereafter hatch 4049 in the top of the nacelle is removed Each hatch rests on a seal 4047 and is attached by fasteners 4046.
  • one or more of seals 4047 is a hollow tube which can be inflated to create a pressure seal.
  • the water-jet thrust 4045 is directed substantially above the rear hydrofoil.
  • the propulsive thrust can be directed in any convenient position or location relative to hydrofoils, rudders, keel element components, main hull, etc.
  • a need to provide a lip or step on the nacelle may be used to create another surface 4051 having modest hydrofoil lift effect
  • Figure 357 shows a rudder 4007 having a vertically extendable telescopically mounted portion 4037
  • Figure 379 shows a rudder 4007 having a pivotally mounted horizontally extendable portion 4051.
  • hydrofoils including vertical hydrofoils such as rudders, have one or more pivoted extendable / retractable portions.
  • a schematically illustrated example is shown, in plan view from a cross-section through a post in Figure 383 and side elevation Figure 384, wherein keel element 4005 principally comprises crescent-shaped hydrofoil surface 4040, at whose aft ends flaps 4034 are mounted, with principal forward motion shown at 4003.
  • Extended hydrofoil portions 4011 pivoted about 4051 are shown dashed in retracted position
  • Nacelle 4039 encloses electric motor or IC engine 4009 linked by shaft 4008a to propulsion device, here a propeller 4008, with stub keel located at 4006b.
  • Rudders 4007 are pivotally mounted along axis 4007a on vertical stub fins 4052.
  • the keel elements of Figures 372 through 384 may alternatively be used in combination with any main or secondary and / or fore or aft hydrofoils, whether extensible / retractable or not, as for example in Figures 346, 358 through 364, especially if not required to be retractable into the hull recess to the degree shown
  • the types of keel elements shown in Figures 372 through 384 are not located in a recess or depression in the hull when in their uppermost position
  • the keel element and the post are not retractable.
  • the keel elements) of Figures 346 through 384 may be used in conjunction with any combination of propulsion device(s), including impellers and propellers, and any power system(s), including electric motors, IC engines of any kind, transmissions, and those indicated schematically in Figures 351 to 357.
  • hydrofoil components 4011 relative to 4010 is telescopic, as illustrated herein with a single extendable / retractable component telescopicaUy mounted in a fixed component
  • More than one extensible / retractable / telescopic element may be used in association with any one hydrofoil, as shown schematically in Figure 362B, and a keel element may have multiple compound hydrofoils, that is hydrofoils having at least two components movable relative to each other, to provide variable lift at a constant speed.
  • a telescopic-action hydrofoil post having one fixed portion, optionally a sheath or guide, and one extendable / retractable portion hi an alternative embodiment, a telescopic hydrofoil post comprises three or more portions, of which at least one is fixed.
  • Figures 385, 386 and 387 show schematically respectively in half plan view, elevation and sectional profile of numbered section lines an embodiment of a small, fast marine craft having two parallel hydrofoil post assemblies 4004, each comprising one fixed portion 3867 and two telescopicaUy extendable / retractable portions 3867a and 3867b, retractable at an angle shown in Figure 387, with the fixed portions 3867 comprising some from of sheath and / or guide system, recessed into and integral with the hull.
  • portion 3867 is an enclosing sheath to form a sealed barrier to prevent water entering the hull, whether the sheath is simultaneously a guide system or contains within it a separate guide system
  • the plan shows a profile of the hull at its widest at 3862 and its outline at waterline when in the water at 3863. hi the section, half of each of the profiles numbered 1 to 8 are taken along section lines numbered 1 to 8 in the plan and elevation.
  • Direction of principal travel is indicated at 4003.
  • Each post and keel assembly has its own propulsion device 4043, here a water-jet, and electric motor or IC engine 4044, its own rudder 4007 pivoted at 4007a, and fore and aft hydrofoils 4006.
  • the vessel has a third propulsion system for maneuvering in confined waters, comprising an IC engine 4009 coupled to optional transmission 4009a, which is linked by drive shaft 4008a to propeller 4008, aft of which is a third rudder 3864 pivoted at 3865.
  • a bow thruster 4053 is mounted in fore stub keel 4006a, which is provided to improve hull-in-the-water directional stability.
  • the hull lifts out of the water and is steered by rudders 4007, pivoted at 4007a.
  • line of an optional mast is shown at 4055, optionally to carry sails.
  • PV photovoltaic
  • the craft has a life raft 29, white rear light 16, red port light 15, green starboard light 15a, a superstructure 30 which is part wheelhouse and which contains a wheel-type steering control 28 and a lever-type combined propulsion-speed and reversing control 32.
  • the craft optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described in relation to the craft of Figures 388 through 395.
  • a feature of the hull is the extra depth and buoyancy 4058 on each side, over the keels when retracted, which will tend to reduce rolling.
  • Another feature is the concave hull form between keel asserrfoly contact positions, which will have a tendency to trap some of the bow wave under the main portion of the hull and so lift the vessel, enabling it to plane more easily, so reducing water resistance and improving fuel economy.
  • the keel asserrMes have projections 3866, which are part of the nacelles 4039, which house the electric motors or IC engines 4044 and which nest in corresponding depressions in the hull 4001a, along the lines shown previously in Figures 379 through 382.
  • Post portion 3867b is integral with the keel element 4005.
  • the force of the water against the submerged portions of the posts and the air resistance against the hall will tend to rotate the hull counter clockwise, and the fore and aft hydrofoils have to be positioned to rotate the craft anti-clockwise, this compensation causing increased drag.
  • the drag of the submerged portions will tend to rotate the craft clockwise, and the fore and aft hydrofoils have to be set in an opposite configuration, to rotate the craft anti-clockwise, again increasing drag.
  • the craft travels under both wind and mechanical power, so that the rotational loads tend to balance one another, and the hydrofoils are set to a position causing the least drag, resulting in optimum ftiel economy, hi the craft of Figures 385 through 382, only the rear engine 4009, optional transmission 4009a and propeller 4008 together have reversing capability.
  • the transmission has variable drive ratios, optionally as disclosed herein. It is virtually inconceivable that a hydrofoil craft traveling with hull out of the water will in that mode want to go into reverse. If, in an emergency, reverse travel is required, the craft should first slow down, drop the hull into the water, come to a virtual stop, and then engage reverse.
  • a reversing capability is not required in power and propulsion systems mounted in keel elements attached to posts, if the craft has another power and propulsion system with reversing capability for use when the hull is in the water.
  • hydrofoil marine craft have a hull plan shape approximating that of rugby or American football ball or of a teardrop form Alternatively, they can have hulls of any shape.
  • hydrofoil marine craft have any number and layout of hydrofoil posts, whether these are fixed or extendable / retractable, and optionally any number and layout of sails and masts of any convenient height and configured to any appropriate rigging layout The reduction and optimization of hydrofoil drag, as outlined above, and the additional motive power provided by any wind, is likely to make hydrofoil craft driven both by mechanical power and sail the most economical form of commercial marine transport.
  • any kind of or combination of wind- powered propulsion device(s) may be provided, including one or more airfoils, one or more kites and / or one or more sails mounted on one or more masts. If masts are provided, it will be more economical to provide them at places on the hull already strengthened structurally, such as at or close to where the hydrofoil posts are located. Single post and twin parallel post layouts have been disclosed earlier.
  • Figures 388 through 395 show schematically in plan form examples of marine craft having alternatively shaped hulls 4001, and alternative layouts of multiple posts 4004, shown dashed where they emerge from the underside of the hull, and optional sail masts 3861 , where 4003 is principle direction of travel.
  • PV arrays on upper surfaces of the craft are shown schematically at 71.
  • the hull forms are suited to large commercial craft, with the possible exception that of Figure 388, which is suited to medium size craft, such as for commercial river traffic.
  • the craft have at least one rudder 14, one life boat or life raft shown dashed at 29, at least one white rear light 16, red port light 15, green starboard light 15a, a superstructure shown dashed at 30 which includes a wheel house which contains at least one steering control and at least one lever-type combined propulsion speed and reversing control, hi each hull, different posts may have different dimensions and profiles, including in cross-section Each post terminates in some form of keel element and / or hydrofoil assembly (not shown in these Figures), including optionally those disclosed previously herein Where a propulsion device is associated with a particular post / keel element combination, a symbolic propeller 4008 is shown, although the device may be of any kind, including water-jet, etc.
  • the propulsion devices have been shown to the rear of the keel elements, in a "push” configuration, hi alternative embodiments, the propulsion devices are near the front of the keel elements, in a "pull” configuration, or they can be mounted in any convenient location Rudders can be mounted on any keel element associated with any post
  • the proportions of any hull form are to no particular scale, nor are the different Figures to a common scale.
  • variable parameters may be determined, controlled and / or varied by manual action, and / or by a computer program, or by a combination of both, the latter either on separate occasions or simultaneously: speed of one or more engines together or separately; direction of thrust of any propulsion device(s) together or separately; position of rudderts) together or separately; degree of extension of hydrofoil post(s) together or separately; angle of keel elements) together or separately; angle of attack of hydrofoil(s) together or separately; degree of extension of hydrofoil portion(s) relative to other(s), together or separately; position or angle of any wind-powered sail(s), airfoil(s) or kite(s) relative to hull, together or separately.
  • Any computer program is loaded into one or more computers which provides varied electrical circuits to directly or indirectly vary the parameters, by any appropriate means.
  • Such means optionally include, and the determination, control and / or variation referred to above is by any appropriate means, including the use of such as solenoids, servo motors and / or hydraulic fluids with hydraulic motors or pumps in one or more actuation mechanisms.
  • the computers are mounted in any convenient location on or in the craft.
  • the computer optionally receives electric or electronic signal(s) from, and the computer program is designed to process data from, one or more sensors or measuring devices determining at least one or more of the following: forward speed; direction of wind; force of wind; average or individual wave height; average or individual wave distance from adjacent wave; angle of hull from the normal vertical position; water depth; proximity of nearest objects); speed of motion of nearest objects); pressure of fluid(s) in any actuating device on board the craft; temperature of fluid(s) in any actuating device on board the craft; temperatures in one or more portions of any engine; pressures in one or more portions of any engine; the composition of portion of the exhaust gas of any combustion engine; temperature and / or condition of air in any enclosure for an operator and / or any other enclosed space; the rate of fuel being used; the quantity of fuel used and / or remaining.
  • computers and computer programs are incorporated in any of the marine craft of this disclosure, including in the manner described above.
  • Figure 388 shows a relatively long and narrow craft, where the spacing of widely separated posts in line is more practical.
  • the passage of the fore post and keel element will create turbulence, and consequent possible loss of efficiency, for any post / keel element immediately aft.
  • a propulsion device will create additional turbulence, and are generally shown towards the rear of smaller craft.
  • the hull form of Figure 389 is suitable for large commercial vessels, such as container ships.
  • the four side posts are rotatably mounted, optionally as disclosed subsequently herein, and the central fore and aft posts are telescopicaUy extendable / retractable.
  • a substantial advantage of the hydrofoil tankers disclosed herein, whether of teardrop or regular shape, is that in normal operation the entire hull is out of the water and, in that mode, any grounding will tend to damage the posts and keel elements and not the hull, thereby further reducing the risk of oil spills.
  • Figure 390 shows a hull form suited to craft where most of the load is carried aft, with two rear powered post and a front stabilizing post which optionally also has steering means.
  • Figure 391 shows a hull form with posts arranged in a cruciform layout and having a wide beam, with the central parallel posts sufficiently widely spaced for wind powered travel under a wide range of weather conditions.
  • Figure 392 shows another hull form with wide beam, permitting two pairs of parallel posts of varying separation, so that the wakes of the fore posts interfere only marginally with the water flows associated with the rear posts.
  • the configuration of Figure 393 is suitable for large crude and / or bulk carriers. The deck of such a vessel would be of such large area, that masts could be placed in virtually any convenient location.
  • the increased beam of the teardrop shape would preclude passage through the Suez or Panama canals, so the teardrop hull form would be especially advantageous for ships that do not use these canals.
  • the teardrop hull shape is also suited to craft operated by wind power for substantial periods.
  • the hull form of Figure 394 is suited for larger vessels, but also for smaller sail craft.
  • the two fore posts are widely spaced and, especially if angled as shown in Figure 447. would give suitable bracing against side thrust by wind loads, indicated at 4003a.
  • a computer program determines and measures strength and direction of wind loads, and makes continuous adjustment to the angle of attack of the hydrofoils attached to the keel elements associated with posts 4004, keeping the craft at a constant more or less upright angle.
  • a rear post is provided at 4004a, to assist balance and steering, with the main gravitational loads carried on the fore posts.
  • posts and / or masts may be staggered laterally. Where sail power is important, and masts are linked structurally to or are close to posts, the optimum sail layout night not be to arrange masts abreast and parallel, but to stagger them, and with them the posts to which they may be structurally connected.
  • Figure 395 shows a large commercial vessel, such as a container ship, with three posts on each side, with no parallel post pairs. Instead the posts 4004 and masts 3861 are at equal intervals, staggered on each side. Again, this type of vessel is often so large, that masts could be placed virtually anywhere.
  • Mast heights on commercial vessels were and are typically limited to between 70 and 90 meters above waterline, depending on bridge clearances on designated routes. If the vessels's un-laden deck height is 12 meters, then actual mast height may be up to around 75 meters. If vessel beam is 40 meters, spacing between masts is likely to be around 50 meters in the layout of Figure 395, a height to separation ratio of about 7 to 4, enough to permit reasonably efficient capture of wind.
  • wind propulsion is at least partly achieved by means of kites anchored to the upper portion of the hull, and / or to masts.
  • kites do not induce as great torsional or side wind loads as masts, but they are effective under fewer weather conditions. Qn relatively wide craft, such as that of Figure 393, torsional wind loads induced by masts need not be a significant problem.
  • any of the marine craft disclosed in in Figures 346 through 425 may be provided with any type of wind-driven propulsion device, including those not mentioned or illustrated herein.
  • Such wind-driven propulsion devises include one or more kites, one or more airfoils, and / or one or more sails on one or more masts. Sail(s) may be of any configuration, mounted on a mast in any manner of rigging.
  • the efficiency gain may be in the form of shorter travel time for a given fuel use.
  • it is difficult to design for planing.
  • the hull bottom is at maximum depth for clearance on a particular, route, so propulsion devices have to be located at rear above the level of hull bottom.
  • propulsion devices have to be located at rear above the level of hull bottom.
  • the retractable / extensible mechanisms disclosed herein it would be possible to have one or more extensible / retractable propulsion devices and or steering mechanisms, such as rudders. If the extendable / retractable mechanisms had either no or only smaller hydrofoils, so that the hull could not be lifted clear of the water, the vessel could be designed to plane empty only, or plane empty and partly loaded, or plane under all conditions of load.
  • the vessel is designed to operate in any of three modes: with hull in the water, with hull planing, and as a hydrofoil with hull clear of the water.
  • the extensible / retractable mechanisms would function as hydrofoils when fully extended, as propulsion and or steering devices when partially extended to permit hull planing, and as propulsion and / or steering devices when in a retracted position and the hull is fully in the water, hi further embodirrents, any of the features generally disclosed in relation to wider and / or larger marine craft are adapted to craft of any width or size.
  • FIGS. 515 through 517 show a large vessel designed for planing, where Figure 515 is an elevation, Figure 516 a plan view and Figure 517 a rear elevation.
  • Approximate water level when hull 4001 is planing is shown at 4002, water level with hull in water is shown dashed at 4002a, with direction of normal forward motion is indicated at 4003.
  • the hull has a six-deck superstructure 30 including a wheel house 31, divided into a crew / passenger section 11 and mechanical section 12 , separated at line 13, with a cantilevered bridge shown at 14.
  • hi the wheelhouse are two wheel-type steering controls 28 and two lever-type combined propulsion speed and reversing controls 32.
  • the vessel has a red port light 15, green starboard light 15a, white rear running lights 16, and life boats 29 suspended from davits 33.
  • kites 17 are anchored to hull top deck (not shown on rear elevation), and there are four propulsion modules 18 extendable from / retractable into individual recesses 19 at hull stem.
  • Each module has a propulsion device such as a propeller 20 powered by a combustion engine or electric motor, optionally as disclosed herein, and small hydrofoils 21.
  • a propulsion device such as a propeller 20 powered by a combustion engine or electric motor, optionally as disclosed herein, and small hydrofoils 21.
  • wind power propulsion devices airfoils, sails on one or more masts, one or more kites
  • the wind power propulsion devices are sufficiently large to alone propel the vessel under optimum wind conditions.
  • the hydrofoils here function to control vessel fore / aft pitch, and partly to help lift the vessel to a planing position
  • the hull has three longitudinal projections 22 and two longitudinal depressions 23 to induce directional stability, a rudder 24 and stem thrusters 25 and bow thrusters 26.
  • a rudder 24 and stem thrusters 25 and bow thrusters 26 At speed in open water, turning is achieved by varying the power to the propulsion units on one side relative to the other; at low speed in restricted water, maneuvering .is accomplished by use of bow and stem thrusters together with lower power to the propulsion units, with the rudder playing a less significant emergency back-up role.
  • the vessel optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described in relation to the craft of Figures 388 through 395.
  • wind-powered propulsion is by one or more airfoils, by one or more sails on one or masts, or by some combination of these, optionally in combination with kites, or there is no wind-powered propulsion
  • Vessel cargo can be within the hull below the upper deck, or it can be above deck, or some combination of both, hi further embodiments, the vessel has sufficient hydrofoil surface mounted to the propulsion units, which optionally include one of the keel elements and one of the hydrofoil posts or post assemblies disclosed herein, to enable the hull to be lifted entirely clear of the water, to enable the vessel to operate in three modes: as a hydrofoil craft, as a planing hull craft; and as a conventional hull-in-the-water craft, hi other embodiments, where appropriate any of the features of the marine craft Figures 388 through 395 and 515 through 517 are adapted to smaller marine craft.
  • extendable / retractable hydrofoil posts are provided on larger commercial marine craft of any size, including cruise and passenger vessels, container ships, bulk carriers and large oil carriers, with the extensible / retractable action effected by any convenient means, including by telescopic or pivotal action
  • the hydrofoil posts have mostly been shown raked, slanting aft from the top, to tend to deflect downwards any object they may strike, and to reduce risk of snagging on lines, etc.
  • the hydrofoil post may be deployed at any angle, measured in the vertical fore / aft plane.
  • a protective and optionally sacrificial shield can be mounted on the front of the post, and can optionally be designed to improve the fluid flow around and past the post to lessen resistance through water and air.
  • the protective shield or device can be fixedly mounted, or be mounted on energy absorbing devices, including springs and fasteners that deform under load.
  • the protective shield or device can be mounted on any type of marine craft to any kind of post, including fixed, hinged or telescopic, and to any kind of keel element and / or hydrofoil, including fixed, rotatable and those with extendable / retractable components.
  • the keel element and / or the post carries a forward mounted probe, which optionally has a sonar and / or under-water lights and a video camera.
  • the probe can be fixedly mounted, or be mounted on energy absorbing devices, including springs and fasteners that deform under load.
  • the probe strikes or the sonar senses an object of sufficient mass to possibly damage post or keel element, it generates a signal to the post actuating mechanism, which quickly retracts the post, and optionally also any probe.
  • the post actuating mechanism which quickly retracts the post, and optionally also any probe.
  • the hull is so designed that the craft can safely "pancake" into the water at maximum travel speed, if any post is retracted.
  • the signal that causes a post to retract or that registers a sudden loss of post function can also be used to adjust the hydrofoils associated with the posts remaining in the water, so as to properly balance the craft, and / or provide for an orderly and progressive descent of the hull into the water
  • hydrofoil posts are pivoted at their junction with hull by any convenient means including by hinged elements, and optionally also at their junction with the keel element
  • a parallel arm type arrangement is used for the post(s), similar to that used in drafting lamps, etc.
  • the pivotable post may be mounted in any location on the hull, including on the sides, and any type of recess, depression or indentation may be provided in the hull to accommodate the pivoting mechanism, the post actuation mechanism, the post and / or the keel element, and / or hydrofoils in the retracted position, hi alternative embodiments, at least one such hinged or pivoted extendable portion can be incorporated in any kind of hydrofoil post, including those designated as 4004 in preceding Figures, and in substantially vertical hydrofoils, including rudders, such as those designated as 4007 in the diagrams.
  • elevational view Figure 396 and plan view Figure 397 taken from a section at "A" through the post, illustrate very schematically by way of example a rotatable post assembly mounted to the lower side of the hull 4001 of a large commercial vessel, such as a container ship.
  • This ship has several post assemblies with keel elements; the one shown is to provide lift and steering. Others (not shown) provide propulsive power and optionally lift also.
  • the main post is indicated at 3841
  • the secondary post at 3842
  • an actuation piston optionally hydraulically powered at 3843
  • pivot points mounted on hull at 3844
  • pivot points 3845 mounted on posts or keel element 4005.
  • the keel element has a fore hydrofoil 4006, rudder 4007 pivotally mounted on axis 4007a, with principal direction of travel indicated at 4003.
  • the hydrofoil comprises a fixed portion 4010 located under the main hull, and an extendable / retractable portion 4011 that extends through the base of the fixed portion, to project outboard of the keel element and of the main hull when extended.
  • the purpose of this arrangement is to permit the entire hydrofoil system to retract to within or close to within the boundaries of the main hull, so that the vessel can navigate locks and dock without anything projecting past the main vertical face 3860 of the side of the hull.
  • posts and keel element When posts and keel element are in fully retracted position, they are shown dashed at 3846, with pivot points moved to new positions at 3847, so that nothing or little projects below the main bottom 3865 of the hull, to facilitate movement in shallow waters.
  • the keel element moves up and down in a plane which is roughly parallel with the main side of the hull and perpendicular to the water surface.
  • a major recess or depression 3863 having a more or less vertical face 3871 is provided in lower side of the hull to accommodate the recessed post and keel element, and a minor recess 3864 having more or less vertical face 3862 and a sloped or curved face 3684 is provided in the underside of the hull to accommodate the hydrofoil 4010.
  • the actuating piston may include a shock absorber type of device, in this embodiment a coil spring 3848, to enable the keel element to move up and down relative to the hull, much in the way that wheels are mounted on a road vehicle via a suspension system
  • the main post 3841 is protected by an optionally energy absorbing and deformable shield shown dashed at 3849, somewhat more substantial towards the bottom, where the risk of striking objects when the hull is out of the water is greater.
  • the shield is optionally attached to the posts by compressible means, here springs 3850.
  • Mounted on the keel element is a "T'shaped probe, with the leg portion of the "T", which may be telescopic, indicated at 3851 and the top bar of the "T' 3852.
  • the bar 3852 has two portions 3866, pivoted at 3867, which can either swing back on collision as shown at 3868, or be folded back when the probe is retracted, as shown at 3869.
  • the bar 3852 or head of the "T" is approximately as wide as the keel element including hydrofoils when and if fully extended, and is aligned with it
  • the leg portion 3851 is mounted in a hollow tube 3853 in the keel assembly and is actuated and or restrained by any convenient means, indicated by schematic arrow 3854, including an hydraulic piston and cylinder assembly, optionally with a spring biasing the probe to a retracted position
  • the leg 3851 in not retractable, or the leg is biased to an extended position.
  • bar 3852 has no pivoted or hinged portions.
  • the tube has about it an electronic sensor 3855 monitoring the position of the probe.
  • An underwater video camera 3856 and at least one underwater light 3857 may optionally be mounted on the probe.
  • camera and light are not shown in Figure 397.
  • a recess 3858 is provided in the keel element or the post for housing equipment such as sonar, camera, lights etc, and a suitable aperture 3859 is provided in any protective element 3849. In this diagram, none of the items shown are drawn at any particular scale or size relative one another, such scale and size to be separately determined for each craft.
  • Figure 398 shows schematically an elevational view of part of the hull 4001 of a large commercial ship, that part having one extendable / retractable integral post 4004 / keel element 4005 with rudder 4007 and hydrofoil 4006, with direction of principal travel shown at 4003 and waterline at 4002.
  • the post assembly consists of portion 4004 which is retractable within fixed sheath or portion 4004a, which effectively acts as a guide system
  • the sheath or fixed portion 4004a is structurally attached to side of hull 3860 and is optionally integral with it, and optionally terminates in an enclosure 3872 projecting above deck 3874 and railings 3873, the enclosure partly forming a portion of and extending vertically the more or less vertical main side of the hull.
  • a depression or recess 3863 having a more or less vertical face 3871 is provided in the side of the hull to house the retracted keel element 4005, and another depression or recess 3864 having more or less vertical face 3862 is provided in the underside of the hull to house the retracted hydrofoil.
  • the ship optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described in relation to the craft of Figures 388 through 395.
  • both the pivotal motion of the post in Figures 396 and 397 and the telescopic action of the post in Figure 398 were in substantially in a plane approximately parallel to the side of the hull and perpendicular to the water level.
  • the pivotal or telescopic motion of an extendable / retractable post can be in any plane.
  • Figure 399 shows schematically a cross-section through the hull 4001 of a large commercial container ship having at least two parallel post 4004 and keel element 4005 assemblies.
  • the keel element with hydrofoils is substantially similar to those disclosed in Figures 396 through 398, with fixed hydrofoil portion 4010 having within it extendable / retractable hydrofoil portion 4011 , which passes through the keel element. It is shown retracted on the right side, and extended on the left.
  • Posts 4004 extend from and retract into fixed sheaths, housings and / or guide systems 4004a, which extend above main deck 3874 and railings 3873 into housings 3872 projecting above the main hull 4001.
  • the housings 3873 are so arranged and dimensioned as to permit the stacking of containers 3875 between and around them.
  • the post and keel elements When the post and keel elements are fully retracted, they hardly if at all project beyond the main bottom 3876 and side surfaces 3860 of the hull, with the keel elements nesting in depressions or recesses 3863 having vertical surfaces 3871, and the hydrofoils nesting in recesses or depressions 3864 having more or less vertical surfaces 3862.
  • the recesses or depressions housing a post, keel element or hydrofoil has any convenient form Any kind of seals are provided at the ends of hydrofoil post components, as indicated schematically by the circles at 4004b.
  • a recesses for the keel element and or hydrofoil has been partly in the side and partly in the bottom of the hull.
  • a recess is provided entirely in the bottom segment of the hull.
  • the principles of Figures 379 through 399 can be at least partly adapted to the small craft having a single telescopicaHy extensible / retractable hydrofoil post of Figures 346 and 347. by providing a recess for portion of the keel element, as indicated schematically at 4005a, shown dashed at 4005a in Figure 347.
  • pivot axes of a rotationally extendable / retractable hydrofoil post are angled to the horizontal plane, to permit the hydrofoil post / keel element assemble to simultaneously move downwards and away from hull longitudinal center as the assembly is extended, rather than move only vertically downwards, as implied or shown in Figures 396 and 397. This would provide a wider "track" for a craft operating in hydrofoil mode, and so greater through the water stability, principally because less affected by side wind loads.
  • Figure 518 shows schematically in cross-section on one side of a ce ⁇ terline and Figure 519 in side elevation portion of a hull 4001 of a large commercial marine vessel with at least one extensible / retractable hydrofoil post and keel element assembly, that when retracted is completely protected from the side by the hull.
  • the waterline is shown at 4002, when un-laden at 4002 a, and when traveling in hydrofoil mode the waterline is approximately at 4002b, with direction of normal travel indicated at 4003.
  • Main hull bottom 81 has three projections 82 to enhance directional stability when in the water. All pivot axes 83 are at the sane angle to the horizontal.
  • Fore post 3841, rear post 3842 and keel element 4005 are shown in Figure 519 in solid line in an intermediate position, and the keel element is shown in dashed line fully extended and fully retracted.
  • the keel element assembly is shown in solid line fully retracted, and in dashed line fully extended Rear post has an angled lower end at 3842a, so that the post does not foul the keel element when it is fully retracted
  • the keel element has two compound extendable / retractable hydrofoils 4006 on each side, each hydrofoil 4006 having a fixed portion 4010 and an extendable / retractable portion 4011.
  • the fixed portion of the rear inside hydrofoil 4006 has a variable pitch flap 4034.
  • the keel element has a fore vertical hydrofoil or fin 4029 and a larger rear vertical hydrofoil or fin 4027, on which a rudder 4007 is mounted.
  • the hydrofoil assembly is extended or retracted indirection 86 by mean of a three-part telescopic piston 85, actuated by any convenient means, including hydraulic fluids, or one or more motorized screw rods, driven by electric motors and / or hydraulic motors and pumps.
  • any kind of material represented by cross-dashed line 84, is provided in one or more passages in at least one of the posts.
  • Such material optionally comprises at least one of the following: charge or cooling air for any kind of engine; exhaust gas from an IC engine; electrical power lines to or from any electric motor or generator; hydraulic fluid line for any actuating mechanism(s) in the keel element assembly; wires for one or more electric or electronic circuits for sensors, controllers, solenoids, servo-motors or other actuators; water to and / or from any ballast tank; fuel supply and /or return lines to or from any engine or tank.
  • this material is transferred between post and keel element by a flexible and / or elastonxric enclosure 87, optionally of concertina or bellows form
  • a flexible and / or elastonxric enclosure 87 In the rear of the keel element 4005 is mounted any combination of engine and propulsion device 88, including as disclosed herein, in operation generating thrust in direction 4045.
  • a scop or entry is provided at 4042, for water for cooling and / or the propulsion device.
  • Various depressions or recesses are provided in the underside of the hull, including a main depression 89 for the keel element, a recess 90 for the actuating piston sufficiently large to allow for piston range of movement, recesses 91 for the posts, and recesses 92 for the vertical hydrofoils and rudder.
  • the vessel optionally has one or more computers programs and computers, one indicated schematically at 34, to receive information from measuring devices and to change and / or control operating variables, as described in relation to the craft of Figures 388 through 395.
  • any kind of actuating mechanism is used to move an extendable / retractable hydrofoil post from one position to another.
  • any kind of seal and / or bearing material is used between two components moving telescopically in relation to each other, and which are part of a extendable / retractable hydrofoil assembly.
  • a liquid or paste is positioned by any means in a space between outer and inner telescopic components, such as to cause the liquid or paste to variously distribute itself over that portion of the surfaces of components that face each other and might form bearing surfaces, when said components move relative to one another.
  • the sealing material also functions as a lubricating material.
  • FIG. 520 there are lower 16 and upper 17 circumferential flexible tubes supplied with fluid which both seals and lubricates, from passages 18 and or elastomeric or flexible lines 19.
  • the fluid weeps out through a series of closely spaced holes 20, arranged in any number of rows above and below each and in any convenient spacing. Only a few are shown, for sake of simplicity.)
  • a pressure wave in the supply causes additional fluid to weep out hi alternative embodiment, no fluid is caused to weep out, except when extension or retraction takes place.
  • Figure 521 shows a similar but slightly different arrangement, wherein a viscous fluid or paste 21, such as mechanic's grease or graphite compound, is placed inside volume 14 and inside a special collar 22.
  • a viscous fluid or paste 21 such as mechanic's grease or graphite compound
  • gravitational attraction keeps most of the paste concentrated in the position shown, with paste distributed over the bearing surfaces with extension and retraction. If the paste is only a seal, optionally it is not be deployed in collar 21.
  • drcumferential fluid galleries 22 supplied by passages 18 and flexible lines 19 provide fluid to bearing surfaces by multiple passages 23, arranged in any manner.
  • the lower of galleries 22 my be supplied with fluid that neutralizes or otherwise chemically alters the material 21.
  • Exhaust gas can be used to vaporize water, i.e., produce steam, especially with the un-cooled engines of the invention, and particularly in marine applications where water is readily available.
  • Systems are disclosed herein, wherein the steam is put to work in a second engine, the reciprocating engine portion and the steam engine portion together comprising a compound engine, hi the disclosures which follow, exhaust gas is referred to.
  • the gas could be a mixture of exhaust gas and air, or any other gas or combination of gases, hi a selected embodiment suited to marine IC engines, exhaust gas is nixed with water within an exhaust gas processing system attached to and part of a marine craft, then discharged with water into the water the craft is traveling in hi a further embodiment, hot exhaust gas is used to convert water from liquid to steam in an exhaust gas processing system attached to and part of a marine craft, then discharged with water in mostly gaseous form into the water the craft is traveling in, so as to provide a degree of additional thrust to propel the craft forward, hi another embodiment, exhaust gas is mixed with water in an exhaust gas processing system to assist in the removal of regulated pollutants, including hydrocarbons, particulate matter, carbon monoxide and nitric oxides, hi an alternative and / or additional embodiment, exhaust gas is nixed with one or more other substances including water and / or a substance in solution in water, in an exhaust gas processing system in part to remove the presently substantially unregulated carbon dioxide (CO
  • a water-based system for removing CO2 lime or calcium oxide is introduced to water to form calcium hydroxide, which reacts with CO2 to form calcium carbonate, a precipitate which is later removed.
  • a water-based system for removal of CO2 for example such as is disclosed herein, includes a solution of potassium carbonate or any other carbonate or substance.
  • Figure 400 shows a section through a below-the-waterline marine exhaust gas processing system attached to and projecting from a hull structure 3901, with direction of principal craft motion shown at 4003.
  • An enlarged specially formed exhaust pipe 3902 of any suitable material, including optionally ceramic, is attached to the hull by any convenient means, here a ring 3903, compressible sealant type material 3904 and fasteners 3905.
  • the ring also attaches protective guard 3906 of any convenient material, including metal, which partly surrounds the pipe 3902, and has a series of multiple fine apertures 3909 which admit the passage of water but virtually no debris or organic matter.
  • the apertures are shown of tubular configuration, but they may ave any convenient form, including of progressively varying cross-section and be of any size or number.
  • the exhaust passage within the hull where it meets up with pipe 3902 optionally has a ceramic lining 3907, with compressible sealant type material 3904 optionally at the junction of pipe and lining.
  • the passage defined by lining 3907 is here optionally wide to slow gas velocity at 3908. Alternatively, the passage may be relatively narrow to provide a more rapid gas flow. If it is desired that the treatment system have a degree of thermal insulation, then the material of which the pipe 3902 is made has thermal insulation properties, and / or a lining of thermal insulating material is applied to the interior of the pipe, as indicated schematically at 3902a.
  • the thickness of the pipe relative to the insulation are drawn to no particular scale; both pipe and insulation can be of any convenient thickness.
  • water passes through the guard apertures 3909 and enters the exhaust pipe via a series of selectively sized and configured holes at 3910 in the form of droplets, a jet, a spray, a stream, or a combination of some or all of these as shown at 3911.
  • water or any other fluid is supplied via pipe or passage 3910a and fed, dribbled, sprayed or injected into the flow of exhaust and / or other gas as at 391 Ia.
  • any solid, liquid or gaseous substance designed to react or mix with at least portion of the exhaust gas is introduced to the gas via any delivery means, including that of 3910a, at any location in the pipe 3902.
  • any delivery means including that of 3910a, at any location in the pipe 3902.
  • the jets, droplets, sprays or streams are broken up into smaller units by the kinetic energy and turbulence of the exhaust gas, which has sufficient time to both vaporize and / or boil some or all of the water.
  • Some or all of the pollutants including CO2 in the hot gas reacts will react with the water and any other substances introduced to the water to form new substances.
  • the resultant mixture of exhaust gas, introduced substances, newly formed substances, and water in liquid and gaseous form is shown at 3912.
  • the conversion of water to steam will create a high-pressure zone at 3913 to create thrust in direction of arrow 3913a, and to create a column of gas in the surrounding water 3914, with the gas / water boundary indicated schematically at 3920.
  • Further reactions can be induced, optionally in the pipe in the area indicated by bracket 3916, by any convenient means, including for purpose of removing pollutants in the exhaust gas, for removing introduced substances and / or newly formed substances.
  • a cartridge of filamentary and / or other material 3915 is placed in the pipe and held in place by retaining ring 3917 and fasteners 3918.
  • the filamentary and / or other material is optionally of any composition that will react with components of the exhaust gas and / or other substances to form a new substance.
  • the filamentary and / or other material includes a catalyst, to facilitate and / or hasten the speed of reactions. After a period of operation, much or all of the filamentary will have ablated or been consumed by reaction with carbonic acid, and the cartridge of filamentary material will need to be replaced.
  • a sensor may be placed at any suitable location, including that shown at 3919, to measure the quantity of any pollutant or substance exiting the exhaust pipe 3902.
  • a light of distinctive configuration is placed on the craft in a position easily visible to law enforcement personnel, and this light is illuminated when an excess of any substance, and / or any other pollutant is being discharged into the water.
  • the gas will heat the water and convert at least some of it to steam, and portions of the water or of the constituent hydrogen and / or oxygen will react with some of the pollutants to form relatively harmless substances. Any solid or particulate matter in the exhaust gas will have been wetted and made heavier, slowing it down and making it easier to be trapped in the filamentary or other material at 3915.
  • the exhaust pipe 3902 is divided into two or more zones arranged one behind another, each with its own treatment system, optionally including one or more catalysts and / or filamentary material.
  • Each zone optionally has its own water delivery means, hi one or more zones, regulated pollutants would be removed, while optionally in one or more other zones, the generally unregulated CO2 would be removed
  • Figure 401 shows an exhaust system with multiple treatment zones, with principal craft movement shown at 4003. Features and constructional details are similar to those in Figure 400, and are similarly numbered.
  • An emissions treatment module 3922 not requiring water is positioned in passage 3908 by attachment of pipe 3902. After designated pollutants are removed, the gas passes down exhaust pipe 3902 for the removal of any other pollutant or substance(s), as described above in relation to Figure 400.
  • a more substantial guard 3906 is provided to protect the pipe, optionally so positioned in relation to the pipe to create a higher pressure zone in the water around 3921.
  • the exhaust gas is not nixed directly with water, instead the water is passed over heat exchanges which have derived their energy from the exhaust gas by any convenient means, including those disclosed elsewhere herein.
  • the exhaust gas may be discharged separately from the water products, either into the water or into the air.
  • air or a mixture of air and exhaust gas at any desired temperature and pressure is admitted into the pipe at 3908, to interact with the water, optionally to form steam to provide thrust at 3913a.
  • Figures 400 and 401 can be embodied in any convenient location, including in pipes or passages located within a marine craft hull, and the exhaust gas discharged either below the waterline or above it to ambient air in any manner from any convenient location in the hull or other portion of the craft.
  • the exhaust or other gas(es) are discharged along the center of rotation of a marine propulsion system directly or indirectly driven by any means, including by IC engines and / or electric motors, with the gas(es) optionally passing through a hollow drive shaft to which propulsion devices such as impellers or propellers are attached.
  • Any of the embodiments illustrated in Figures 341 through 399 may alternatively have gases ducted through the interior of one or more hollow rotating shafts on which propulsion devices such as impellers or propellers are mounted.
  • Figure 402 schematically illustrates this principle in its simplest form, showing the stern 4501 of a propeller-driven marine craft with a hollow rotatable propeller shaft 4502 mounted in suitable bearing 4510 and glands or seals 4511, with direction of normal marine craft travel indicated at 4003.
  • ⁇ ie interior of the hollow propeller shaft 4502 carries hot exhaust gas flow 4503.
  • the in-board end of the shaft at or to the right of region" A" is mounted on bearings, not shown, and is delivered a supply of gas via connectors and seals, and is imparted rotary motion by an IC engine, electric motor or transmission, all not shown
  • Optional insulation, indicated schematically in dashed line at 4502a is provided to the interior of shaft 4502.
  • An aperture system 4504 is located where the shaft bells out to support the propeller blades 4505.
  • the conversion of water to a mixture of water, water vapor and / or steam at 4506 creates a higher pressure and accelerated, initially more-or-less horizontal, column of gas of diameter 4507 into the surrounding water 4509.
  • the boundary between water and gas is shown schematically at 3920, discharging from the propeller hub in direction 4508, to optionally create a degree of thrust
  • this "column" of gas improves propeller performance in two ways: it prevents the water collapsing in on itself immediately behind the core of the propeller, and it permits a larger ratio of hub to overall propeller diameters, thereby enabling the inefficient restricted passages between blade roots to be reduced, as a percentage of total propeller water clearance space.
  • propellers having a greater number of blades for a given swept area may be constructed.
  • the hollow propeller shaft is effectively an exhaust treatment system along the lines disclosed above, and may be of any convenient length, including length aft of the propeller blades, and may contain any device to assist in or promote chemical reaction, including filamentary material with or without catalysts, in any convenient location, including as indicated at 4512.
  • the exhaust gas treatment may be to reduce regulated emissions, and / or to reduce CO2, and the system may include sensors and lights located in a highly visible location on craft exterior, to indicate some form of malfunction of the system.
  • Figure 402 shows an un-shrouded propeller.
  • the above principles are applied to shrouded propellers, impellers or other propulsion means, as shown by way of example shown in subsequent Figures.
  • the principle of gas flow through the center of drive rotation may apply to any gas, including unadulterated exhaust gas and / or exhaust gas nixed with air, from any source, in all the preceding and subsequent disclosures herein
  • the hollow propeller shaft of any of the disclosures herein may optionally either be of thermal insulating material and / or have a lining of thermal insulating material applied to the exterior or interior of the tubular shaft, which may be of constant or progressively variable cross-sectional diameter.
  • Water at any temperature may be delivered by any means to the water / exhaust gas nixing point or, if superheated and / or under pressure, to a combined pressure release and discharge point, including by capillary tubes or passages within propeller shaft wall thickness.
  • propeller core diameter at 4507 can be adjusted relative to the diameter of the hollow shaft at 4502. If diameter 4507 is smaller, some back pressure in the exhaust system may occur, which may be partially offset by a pressure drop caused by the venturi effect of liquid streaming past the rim of the propeller hub 4513.
  • gas may alternatively or additionally be used to reduce friction between water and propeller or impeller blade surfaces.
  • schematic Figure 403 shows a propeller shaft 4502 outside a hull.
  • Gas of any kind optionally exhaust gas, flows 4503 along a hollow propeller shaft 4502, then flows through hollow blades 4520, with the flow shown dashed at 4514 only in the upper blade, and is discharged to the water alternatively by a series of closely spaced apertures 4515, or a narrow permeable strip 4516, located at or near the leading edge of each blade.
  • the forward motion of the craft in normal motion in direction 4003 will cause a laminar flow of gas 4517 between water ami blade surface, as shown only in relation to the lower blade.
  • a similar flow can be created over propeller hub nacelle 4518 by means of a series of closely spaced apertures, or a narrow permeable strip, located at 4519 ahead of blade roots, or at any other convenient location
  • Optional thermal insulation is shown at 4502a.
  • the features of Figures 402 and 403 can be combined, optionally by having two differing gases or gas systems.
  • FIG 404 illustrates this principle very schematically and shows a hollow propeller shaft 4502 emerging from an aft extension of a marine hull in the form of a drive shaft housing 4501 , with gas traveling inside the shaft at 4503.
  • the shaft optionally has internal thermal insulation 4502a.
  • Propeller blades 4505 are mounted on the shaft and enclosed by shroud 4521 supported by struts optionally also functioning as fins 4526, anchored to a drive shaft housing 4501.
  • a grille-like debris deflector 4523 is mounted on the leading edge of the struts or fins 4522.
  • Impeller or propeller blades 4505 rooted to a belled shaft end 4524 in operation accelerate water in the opposite direction to principal forward motion 4003.
  • a series of small apertures 4505 allow just sufficient water into the shaft at 4506 for the heat energy of the gas to turn nearly all water to steam, which together with the exhaust gas passes through an pollutant removal cartridge or device at 4512, to exit at 4507 and create a degree of thrust at 4508.
  • water enters the system through cross-sectional area represented at "A" at a speed roughly equivalent to forward motion; if it is accelerated the water flow will occupy less cross-sectional area represented at "B".
  • any gas system can be used to create gas flow through the hollow shaft and belled end 4529 to both provide some thrust and provide a core gas cylinder at 4507 to support an accelerated water tube 4509 passing through the zone representeded by "B", with boundary between gas and water indicated schematically at 3920.
  • the features of Figure 403 may also be incorporated, for example gas may be directed through the leading edges of shroud 4521 and /or fins 4522, impellers or propellers 4505 and the trailing edge of housing 4501.
  • the method of reducing the friction of water flows across impeller / propeller blades, shrouds, etc.
  • Figure 405 shows this schematically, being a cross-section through a propeller or impeller blade 4505 which is hollow and comprises a main portion 4525 and a leading edge portion 4526, the portions structurally linked by any convenient means, including bridges, clips etc at 4527. Gas leaves the interior of the blade 4529 via continuous slit- like apertures 4530 to flow past the exterior surfaces of portion 4525, with the laminar flow of gas past the main body of the surface indicated at 4528.
  • a heater 4505a is indicated schematically for purpose of heating a local exterior surface.
  • exhaust or other gas is introduced to the water flow past and / or through a marine propulsion device including a propeller or impeller mounted within a shroud or other housing wholly or partly enclosing the device, with the gas leaving the device rearwards in a direction substantially opposite to that of normal forward motion hi a further embodiment, the gas in introduced in such a way that, when the direction of rotation of the propulsion device is reversed, all or part of the gas flow is directed forward and the craft travels in a reverse motion
  • Currently available water-jet drives such as manufactured by KaMeWa in Sweden, have fixed inlet and outlet openings, the latter being between about 50 % to 65 % of the cross-sectional area of the former, to accommodate the acceleration of water achieved by the impellers.
  • Figure 406 shows schematically in longitudinal cross-section a shrouded propulsion device having a fore impeller or propeller 4531 normally rotating in one direction, with an aft propeller or impeller 4532 normally rotation in the opposite direction, with the impellers or propellers optionally of different configuration and / or size.
  • Direction of normal forward motion is shown at 4003.
  • Aft impeller or propeller is mounted on a hollow drive shaft 4533, which is mounted in the hollow drive shaft 4534 on which the fore impeller or propeller is mounted, with gas passing in direction 4535 through the interior volumes of both shafts.
  • Gas exit holes 4546 are provided in both shafts.
  • Outer shaft 4534 is rotatably mounted in stern portion 4536 of hull or post or keel element, with suitable bearings, seals and glands indicated schematically at 4541. There are optionally other in-hull bearings, together with seals and glands permitting the inflow of gas to the interior of the shafts, at or near region "A: (not shown).
  • the shroud 4537 is supported on fore struts or fins 4538 which have at their leading edge a circumferential grille 4542 to keep out debris, plant matter and marine creatures. At the rear, the shroud is attached to struts or fins 4539 supporting an optional cone-shaped rear bearing housing 4540.
  • Figure 406 is schematic and not necessarily to scale; in practice stern portion 4536 and struts /fins 4538 will be sufficiently large and strong to fully support shroud 4537, struts / fins 4539 and rear bearing housing 4540. I n operation, forward motion is described in the upper half of the diagram, wherein water enters the shrouded space at 4543, is accelerated by fore impeller or propeller 4531 before being mixed with gas 4547 exiting from holes 4546, thereafter being norther accelerated by aft impeller or propeller 4532 and again being mixed with gas and exiting the shroud at the rear to provide thrust at 4508.
  • impeller 4531 drives non-aerated water
  • impeller 4528 drives a mixture of non-aerated water, aerated water and gas.
  • gas is discharged from shaft 4534 forward of the first impeller or propeller 4531. Rearward motion by the craft is described in the lower half of the diagram, wherein the direction of rotation of both shafts is reversed and water enters the shrouded zone at 4544, is pushed forward by impeller or propeller 4532, mixed with gas at 4548, then again pushed forward by impeller or propeller 4531 and again mixed with gas at exit at 4545, to provide thrust at 4545.
  • a protective grille 4542a similar to that at 4542 can be provided at the aft end of struts or fins 4539, to protect against ingress of debris during reversing, hi a further embodiment, the rate of gas flow per unit of speed is increased or decreased during reverse propulsion.
  • Such increase in gas flow can be accomplished by any convenient means, including the release of additional gas from a reservoir, containing any gas including exhaust gas, optionally under pressure, which has been collected during selected non-reversing operating modes. Any kind of gas can be used, including mixtures containing all or some of the following: exhaust gas, air, water vapor, steam, CO2, etc.
  • any kind of gas can be used, including mixtures containing all or some of the following: exhaust gas, air, water vapor, steam, CO2, etc.
  • the propulsion device is shown fixed in relation to rear hull portion 4536 and so cannot be used to steer a craft.
  • steering at speed can be effected by to some degree by banking the craft and / or by increasing or decreasing power on one side of the craft relative to the other, hi alternative embodiments, the propulsion devices are to some degree pivoted, and / or controlledly and variably angled deflector plates are mounted aft in the zone indicated at 4508, with the deflector plates optionally additionally functioning as a reversing mechanism.
  • a marine craft has a shrouded marine propulsion system that includes an impeller or propeller driven by a substantially concentrically mounted electric motor or IC engine, located in the water flow to or from the impeller or propeller, hi a further embodiment, a shrouded marine propulsion system receives water, under selected operating conditions and / or when the craft is in motion, from a direction substantially parallel to forward motion and the direction of rearward thrust created by the propulsion system, and the water supply is at least parity by a ram effect
  • Figure 407 shows in schematic cross-section a post / keel element asserrbly 4550 having a water-jet type drive mounted in a passage 4551 of approximately regular or irregular tubular configuration, with direction of normal motion shown at 4003.
  • the motor nacelle 4552 is supported by struts or fins 4553, located in shrouded water passage 4551 located in a post or keel assembly 4550. At least one of the struts is hollow to carry electric power circuits 4557 and electronic control circuits.
  • An aft protective grille 4542a is provided to prevent ingress of debris during reversing.
  • An IC engine can be substituted for the electric motor 4556.
  • Figure 408 shows schematically a broadly similar arrangement, wherein the motor nacelle is behind any impeller or propeller, its bulk partly accounting for the reduction of cross-sectional area after an impeller that is usual in water-jet propulsion systems.
  • Normal forward motion is indicated by arrow 4003.
  • Impellers or propellers 4531 and 4532 are mounted on contra-rotating systems or shafts 4533 and 4534, coupled to IC engine indicated schematically at 4560 mounted in motor nacelle 4552, supported by hollow struts or fins 4553, located in shrouded water passage 4551 located in a post or keel assembly 4550.
  • Charge air supply 4560, fuel line 4559 and electronic controls 4558 are routed through post / keel assembly 4550 and strut 4553 through motor nacelle 4552 to IC engine 4560.
  • Engine exhaust exits at 4561 to mix with accelerated water to create thrust at 4508, optionally in a manner as described herein
  • an electric motor is the engine 4560 and drives one or more substantially co-axiaUy or parallel mounted impellers or propellers in a nacelle located in and supported on struts in a shrouded water passage located in a post or keel element, with exhaust gas from an engine mounted elsewhere is discharged into the water behind the motor, in any manner including as disclosed herein.
  • the engine is optionally an IC of the invention having contra-rotating piston and cylinder assemblies, or an electric motor having contra-rotating stator and rotor, one of them rotatably mounted in a housing.
  • Figure 409 shows schematically a water-jet type propulsion device located in a shrouded water passage 4551 in a post or keel element 4550, with water entering the passage at 4543 via protective grille 4542, to be accelerated by impeller or propeller 4531, and then exiting via aft grille 4542a to provide thrust at 4508.
  • Normal forward motion is indicated by arrow 4003.
  • An electric motor is mounted in nacelle structure 4569 to drive integral shaft and impeller / propeller hub 4565, which is mounted in bearings 4566.
  • Motor stator 4568 is attached to nacelle structure 4569, with motor rotor 4567 attached to shaft 4565.
  • One of the struts or fins 4533 supporting the nacelle structure is hollow to house motor power supply 4557, electronic controls for motor and gas sensors 4558, an optional water feed pipe 4563 and exhaust gas supply 4562 from an IC engine mounted elsewhere on the craft
  • Optional insulation is provided behind the electric motor at 4570.
  • Optional fins 4564 to assist in cooling stator portion of the electric motor are provided circurnferentially, aligned in direction of fluid flow.
  • a separate circulating fluid for a cooling system for the electric motor may be incorporated in the nacelle, or such fluid is circulated down the post and up again, through a heat ex-changer mounted in or on the hull in any convenient location
  • exhaust gas enters a processing volume 3911 where optionally a designedly limited amount of water, optionally salt-free, is nixed with the exhaust gas, with the gas and / or any resultant mixture then optionally passed through a pollutant removal cartridge 3915, to exit and produce some thrust at 4561.
  • shaft 4565 is hollow, optionally has a thermally insulating lining and / or contains pollutant removal devices, with gas introduced to the shaft ahead of the motor and behind any impellers or propellers, in the manner described in Figure 403.
  • the nacelles of Figures 407 through 410, 313 and 314 can be mounted to a post, keel element or hydrofoil of a hydrofoil craft, or they can be mounted below the waterline on or about the hull of a conventional marine craft.
  • Figure 410 shows schematically a water-jet propulsion device in a nacelle mounted in a shrouded water passage 4551 (shroud not shown) located in a hydrofoil post or keel element, or on or about a conventional hull, with main nacelle structure 4569 supported on struts or fins 4533, at least one of which is hollow.
  • Direction of normal craft motion is shown at 4003.
  • the accelerated water flows past struts 4533 to create thrust at 4508, and is also rammed at 4574 into fore cooling fluid gallery 4572 via apertures 4575 and depressions functioning as effective scoops 4575b and or venturi devices 4575a, to circulate through and cool via passages 4573 the electric motor stator 4568 fixed to nacelle structure 4569, then flows into aft fluid circulation gallery 4572, from which it is extracted via venturi effect 4575 via apertures 4577.
  • the upper strut 4533 is hollow and houses electronic sensor and control circuits 4558, electric power circuits 4557, an exhaust gas treatment fluid supply line 4563, and a passage 4562, optionally encased in thermal insulating material 4570, for exhaust gas from an IC engine mounted elsewhere, which optionally drives a generator mounted elsewhere to provide power for the electric motor in the nacelle.
  • electronic sensor and control circuits 4558 electric power circuits 4557
  • electric power circuits 4557 an exhaust gas treatment fluid supply line 4563
  • a passage 4562 optionally encased in thermal insulating material 4570, for exhaust gas from an IC engine mounted elsewhere, which optionally drives a generator mounted elsewhere to provide power for the electric motor in the nacelle.
  • the stator 4568 directly or indirectly fixed to nacelle structure 4569
  • the rotor 4567 fixed to rotating shaft 4565.
  • Hot exhaust gas passes at 3908 from passage 4562 into fore holding volume 4586 within nacelle structure 4569, from there passing via holes 4571 into the interior of rotating shaft 4565 which is integral with hub 4565a and supports and drives blades 4531.
  • the interior of the shaft optionally has a thermally insulating material lining 4570, as optionally has portion of holding volume 4586.
  • the fore portion of that volume is not thermally insulated, so the nacelle structure 4569 will become hot in zone 4583, permitting portion of the water passing externally to vaporize and / or turn to steam, setting up a laminar gas flow at 3587.
  • holes or apertures 4582 are provided in the hub to permit drops or streams of water to enter the interior of the rotating shaft at 4583.
  • a mixing or processing zone 4585 where optionally a fluid to assist in the removal of at least one selected pollutant is introduced, via passage 4563, internal circumferential gallery 4579 and one or more nozzles 4578, which direct the fluid in a jet or spray at 4580.
  • a fluid to assist in the removal of at least one selected pollutant is introduced, via passage 4563, internal circumferential gallery 4579 and one or more nozzles 4578, which direct the fluid in a jet or spray at 4580.
  • the nixing zone 4585 optionally lined with thermal insulating material 4570, it optionally passes through an emissions treatment device or cartridge 3915 retained by fastening ring 3917, to exit and impart a degree of thrust at 4561.
  • any emission reaction fluid such as at 4580 can be introduced to the exhaust gas in holding volume 4586, located ahead of the electric motor, hi another embodiment, emissions treatment material of any kind is placed in holding volume 4586, as indicated at 3915a.
  • the motor is arranged about a hollow shaft, it can have a relatively large diameter.
  • emissions treatment devices or cartridges 3915 are placed in the rotating shaft and / or in holding volume 4586.
  • the coolant for the electric motor is here the water through which the craft travels, hi alternative embodiments, it is any suitable any fluid, optionally supplied through the struts, including air.
  • exhaust gas does not enter the water and, if an IC engine is mounted in a below-water location in or on a hydrofoil, keel element or post, the engine exhaust gas is routed up through the post or hull to be discharged from a location on the hull above the water, as indicated schematically in Figures 342, 344, 352 and 379, or in the manner described in Figures 412, 415 and 416.
  • a turbine stage of a reciprocating / turbine compound IC engine powering a marine craft is mounted to discharge turbine exhaust below the waterline and create thrust thereby.
  • the turbine stage itself may be mounted below the waterline, with an optional cover to prevent water ingress when not in use, or the turbine stage may be mounted above the waterline, with turbine exhaust ducted to below the waterline.
  • the reciprocating stage may be mounted near, beside or in front of the turbine, or alternatively in any other portion of the craft, with an optionally thermally insulated passage conducting hot high pressure exhaust from the reciprocating stage to the turbine stage.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Details Of Reciprocating Pumps (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne des dispositifs à fluide de travail animés d'un mouvement de va-et-vient, y compris des moteurs à combustion interne, des compresseurs et des pompes. L'invention concerne des aménagements de pistons et de cylindres de conception spéciale qui s'utilisent pour la plupart dans des moteurs à combustion interne fonctionnant sans refroidissement. L'invention comprend des chambres de combustion ou de travail toriques, certaines comportant un écoulement de fluide à travers le noyau du tore, un piston unique effectuant un mouvement de va-et-vient entre deux chambres de travail, un actionnement des soupapes par effort de traction, des éléments articulés par traction entre le piston et le vilebrequin, un piston - des éléments articulés amortisseurs, des vilebrequins sur paliers à gaz, des cylindres tournant dans des enveloppes, des injecteurs comportant des composants effectuant un mouvement de va-et-vient ou qui tournent pendant l'apport de combustible. Dans certaines formes de réalisation, des pistons tournent pendant qu'ils effectuent un mouvement de va-et-vient. Sont également décrits des systèmes d'émission de gaz d'échappement haute température, y compris de tels systèmes contenant une matière filamentaire, ainsi que des procédures visant à limiter les émissions pendant un démarrage à froid au moyen de soupapes prévues à la sortie du volume de réaction. L'invention concerne aussi des véhicules améliorés, et des systèmes de boîte de vitesses et d'émission de gaz d'échappement pour aéronefs et engins navals adaptés aux moteurs de l'invention.
PCT/US2008/004927 2008-04-16 2008-04-16 Nouvelles machines à mouvement de va-et-vient et autres dispositifs WO2009145745A1 (fr)

Priority Applications (9)

Application Number Priority Date Filing Date Title
PCT/US2008/004927 WO2009145745A1 (fr) 2008-04-16 2008-04-16 Nouvelles machines à mouvement de va-et-vient et autres dispositifs
EP08742974A EP2361347A1 (fr) 2008-04-16 2008-04-16 Nouvelles machines à mouvement de va-et-vient et autres dispositifs
JP2011504971A JP2011518280A (ja) 2008-04-16 2008-04-16 新規な往復動機械およびその他の装置
CA2759121A CA2759121C (fr) 2008-04-16 2008-04-16 Nouvelles machines a mouvement de va-et-vient et autres dispositifs
CN200880129874.XA CN102066710B (zh) 2008-04-16 2008-04-16 新型往复式机器和其它装置
AU2008356885A AU2008356885C1 (en) 2008-04-16 2008-04-16 New reciprocating machines and other devices
US12/736,583 US20120227389A1 (en) 2008-04-16 2008-04-16 Reciprocating machine & other devices
CN201610982672.6A CN107084036B (zh) 2008-04-16 2008-04-16 新型往复式机器和其它装置
ZA2011/02905A ZA201102905B (en) 2008-04-16 2011-04-18 New reciprocating machines and other divices

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2008/004927 WO2009145745A1 (fr) 2008-04-16 2008-04-16 Nouvelles machines à mouvement de va-et-vient et autres dispositifs

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US (1) US20120227389A1 (fr)
EP (1) EP2361347A1 (fr)
JP (1) JP2011518280A (fr)
CN (2) CN102066710B (fr)
AU (1) AU2008356885C1 (fr)
CA (1) CA2759121C (fr)
WO (1) WO2009145745A1 (fr)
ZA (1) ZA201102905B (fr)

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AU2008356885A1 (en) 2009-12-03
CN102066710B (zh) 2018-06-22
EP2361347A1 (fr) 2011-08-31
US20120227389A1 (en) 2012-09-13
CN107084036B (zh) 2019-10-22
CA2759121A1 (fr) 2009-12-03
CN102066710A (zh) 2011-05-18
ZA201102905B (en) 2018-11-28
JP2011518280A (ja) 2011-06-23
CN107084036A (zh) 2017-08-22
CA2759121C (fr) 2021-07-27
AU2008356885B2 (en) 2015-06-11

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