WO2013038227A1

WO2013038227A1 - 5 - stroke, 1- piston engine

Info

Publication number: WO2013038227A1
Application number: PCT/IB2011/003296
Authority: WO
Inventors: Akram Mohammed Abbashar GABORA
Original assignee: Gabora Akram Mohammed Abbashar
Priority date: 2011-09-18
Filing date: 2011-09-18
Publication date: 2013-03-21

Abstract

1 - This 5-slrokc, 1 -piston engine is an internal combustion engine. It consists of one piston within the cylinder block, in addition to one "Tri-Comprcssion-Chamber" (TCC), and one supercharger. There are three locking valves within the cylinder head and one "Three Lets" valve from below within the cylinder block. 2- The objective of the (G 51 ) is to have a 1 -piston engine which can do the job of a typical 4-strokc, 4-piston engine but with the following properties: ( i ) 1 estimated Thermal Efficiency: 50%. (ii) Estimated Mechanical Efficiency: 60%. (ii i ) Estimated Reduction in Pollution: 40%.

Description

5 - STROKE , 1 - PISTON ENGINE Description 1- The 5-stroke, 1-piston engine G 51 is a general purpose internal combustion engine. It is an intellectual property of Akram Mohammed Abbshar Gabora. The concept/principle of a 6-storke engine was founded by Samuel Griffin in 1883 AD, in which there are two extra strokes (compression and power(work) strokes) plus the classical (regular) 4-strokes in order to minimize pollution and increase the engine economy (lower fuel consumption) at the same time. The design of the G 51 is based on the 6-stroke concept/principle, but with a different application process in which the basic intake and the basic compression strokes have been combined together in one stroke/step by making use of a supercharger in order to make the G 51 performance more efficient and more powerful. There are many rival designs of the 6-stroke engine all based on Griffin prototype in some foreign countries such as: U.S.A, Germany, Switzerland, and India, but none has proved to be worthy enough to be commercially produced/ made on large scale: The complete engine may requires 6 or 8 pistons (in order to run smoothly) which make the engine rather huge and cumbersome regardless of the capacity.

2- The G 51 contains basically one piston inside the cylinder block plus: one tri-compression-chamber (TCC) and a supercharge unit. It works similar to a 4-stroke engine with the addition of the two extra strokes as described before, but with the difference that the basic intake and the basic compression strokes have been combined together in one stroke/ step during the engine running as mentioned before by use of the supercharger and this process is necessary to enable the engine to produce two power strokes (expansion and work) per revolution or four power strokes: two due expansion and two due work per cycle (one complete cycle = two revolutions).

3- As shown in diagram (1): According to the TCC action: the power stroke from below (work) in due to the expansion of previously compressed very hot air and that air shall mix with the fuel injected into the cylinder block from below as well (There is an alternative method in which the mixture of fuel and oil is injected directly into the air path just before the throttling valve of the supercharger). This mixture shall be ignited later after recompression inside the TCC in order to produce power stroke form above (expansion).

4- The TCC in formed by means of central hollow cylinder placed inside a bigger outer cylinder in a manner such that they are concentric and the volume of the hollow space of central cylinder is half the volume of the outer space formed between the central and the outer cylinder. The later space is divided in return into two equal portions which mean that the whole three spaces have equal volumes see diagram (2). Now by knowing that the three spaces are thermally connected by means of the walls forming and separating them as well, then the TCC actually operates as a thermal or heat exchanger for all types of mixtures and air compressed inside it. The central hollow cylinder is used for the mutual process of prime intake and prime compression by means of the supercharger as mentioned before. The outer two spaces are used mixtures' ignition (each space at a time). Finally for a better performance the TCC should be thermally isolated from the outer environment.

5- Due to the construction of the TCC and for its action: Either volume of any space inside it should be less than that of the piston volume and clearance in order to minimize the loss in power stroke production because some ignited mixture of air and fuel or very hot air remains inside the TCC either space : so the recommended ratio of the piston volume and clearance to the volume of any space inside the TCC should be in the order of (10:1) or even more if possible and the compression ratio (CR) should be within the same figure as well or even more(ll:l) for example.

6- The supercharger of the G 51 consists of four main parts : (1) A throttling valve which cools the sucked air in order to ease the compression process inside the central cylinder of the TCC as mentioned before : (2) A rotating valve with one let only and it is important to mention here that the rotating valve should be installed in manner such that its let starts opening at the same time the piston in going down i.e. from top-dead-center (TDC) to bottom-dead-center (BDC), and this let should be closed when the piston is going up from (BDC) to (TDC) and so on: Apparently the revolution per minute (rpm) of this rotating valve should be the same as that of the crank shaft (1:1), (3) A small turbo-fan to suck and compress the air in return inside the central cylinder of the TCC : the revolution per minute (rpm) of this turbo-fan should be more than that of the crank shaft in the order of(12:l) or so, and this could be achieved by means of master-and-slave gears grouping within the supercharger unit , (4) An inside locking valve to prevent any leak of the compressed air: Finally in order to activate the supercharger unit we need either a gear and chain or a pulley and belt driving system .All parts are shown in diagram(3) .

7- Now about the number of pistons in the engine: As previously mentioned the G 51 consist basically one piston, but there could be more than one piston inside the cylinder block provided a structural separator is installed inside the cylinder block from below in order to form an isolated zone for each individual piston from below as well as from above, also we need a separate TCC and a separate supercharger unit for each individual piston. Finally it should be noted that the up and down movement of the piston should be asymmetrical i.e. when one piston in going up, the next by piston in going down and vice versa in order to minimize as much as possible any undesired vertical vibration.

8- Apparently the 51 can be made in online design with a cylinder block contains as much piston as required, and in case if any needed enlargement of the G 51: Two online cylinder blocks could be mounted together (side by side) in an H-design then joined together by an outer gear system (3gears); such that mid gear is connected to a final shaft which is connected in return to the final driving system, see diagram (4).

9- The estimated efficiency of a typical 6-strokes engine was found be around 60% i.e. the reduction in fuel consumption and the pollution is around 40% all compared to a classical/regular 4-stroke engine with the same capacity, although the 6-stroke engine deliver slight less power than the 4-stroke engine (about 90% to 95%) and the performance of the G 51 in expected to be within the same figure as well. Now regarding the complexion of the (G51): We find it is not more on less complicated than the 4-strokes on the 6-strokes engine already exist and noting that the action of one piston in the G 51 design resembles the action of two pistons in a 2-strokes engine or four pistons in 4- stroke engine design during the complete cycle then any complexion if exits can be justified. Now the G 51 in expected to be more efficient and more reliable than its rivals because of its action as described above and also due its relative light weight. Also the G 51 engine requires no basic cooling system as well as all 6-strokes engines for that ignition and all basic thermal actions actually occurs within the TCC. Finally the performance of the G 51 in expected to give a power-to- weight ratio (2.25:1).

10 - The recommended fuel mixture for G 51 is diesel oil mixed with lubricating oil to the ratio (50:1) which is well known ratio in internal combustion engine industry ; specially the 2-stroke engine running on diesel oil because there is no oil system in that design. This ratio can be maintained and controlled by means of fuel and oil pumps. This fuel mixture is directly injected into the cylinder block from below in order to lubricate the moving parts of the engine such as the crank shaft assembly, piston-rod connections, etc., and this fuel mixture shall mix later with the very hot air under pressure during the power stroke from below (work stroke) interval. Alternatively this fuel mixture can be directly injected into the air pass just before the throttling valve of the supercharger. This mixture of air and fuel shall be ignited later inside either of the outer spaces within the TCC in order to produce the power stroke from above (expansion stroke).

11- Finally it is expected for the G 51 to be made with piston capacity as small as 50c.c. up to 1000c.c. or even more when possible and required. Diagram (1) shows the general assembly and action of the G 51 with stroke definition where one complete cycle consists of two revolutions in which we have: 2-compact-stroke of prime-intake and prime- compression, 2-power (expansion)-stroke, 2-exhaust-stroke, 2-power (work)-stroke, 2-2 compression-stroke. Diagram (2) shows a cross- sectional and a longitudinal view of TCC from the inside and the outside as well. Diagram (3) shows the general assembly of the supercharger from the inside. Diagram (4) shows the general assembly of H-design for an enlarged (G51). All diagram are sketches and not to scale.

A comparison between the G 51 design and a classical/ traditional 6- stroke engine 1- In the G 51 we have 4-power-stroke per cycle (one cycle = two revolutions): 2-power (expansion)-strokes and 2-power (work)-strokes, while in a classical/traditional 6-strokes engine; each piston produces 2- power-stroke (expansion and work) only per cycle (one cycle=three revolutions). But since any power stroke can last 180 degrees only in reciprocating engines, then we would have a silent peak every three revolution (one cycle) and this means that engine keeps running at this stage by the effect of the flywheel inertia (according to its weight only): so a classical/traditional 6-stroke engine need to consist of 6 or 8 piston in order to avoid this silent peak, and also to keep the engine running smoothly in order to avoid any unwanted vibrations and loss in power production. The bottom line is that all earlier 6-strokes engine were huge and heavy weighed which restricted their use very much if any, although the concept in very promising. Finally according to Griffin prototype action: The order of the 6-strokes per cycle (three revolutions) is as follows: intake-stroke, prime-compression-stroke, power (expansion) stroke, exhaust-stroke, power (work) stroke, secondary-compression-stroke and so on.

2- Diagram (5) show the assembly and the action of one piston according to the original Griffin' prototype in which we have 2- power strokes per cycle (three revolutions) with the stroke definition. Finally about the ignition timing in the G 51: It is very much recommended that the lower rotating valve (with the three lets ) should be closed at 12 degree before the piston reaches its (TDC) and the power valve (on top) should open 4 degrees before the piston reaches its (TDC) in order to give enough time for mixture ignition, and hence for the thermal/heat exchange to take place inside the (TCC) which as mentioned before it should be thermally isolated from the outside for a better action and performance.

Definitions of Items in diagram (2)

(1) Diameter of the central hollow cylinder

(2) Diameter of the outer follow cylinder

(A) Outer space for compression and ignition

(B) Central space for prime compression

(C) Outer space for compression and ignition

(* 1 ) Sectional view of TCC from the inside (*2) Longitudinal view of TCC from the inside (*3) Longitudinal view of TCC from the outside Note: the spaces Α,Β and C all have equal volumes

Definitions of Items in diagram (3)

(1) Throttling valve

(2) Rotating valve with one let

(3) Turbofan

(4) Locking valve

(5) Locking valve spring

(6) Fresh air inlet to the supercharger

(7) Master and slave gear assembly

(8) Compressed air outlet to the central hollow cylinder space inside the TCC.

Definitions of Items in diagram (4)

(1)-(2) Separate (G51) cylinder bocks

(3) Transmission and driving gear bocks (3 gears).

(4) -(6) Transmission and driving gears: the dotted arrows show direction of rotating of gears when they are engaged together.

(7) Final driving shaft

(8) Hold-on-position assembly.

Claims

The Gabora 5-stroke, 1-piston Engine (G 51)

Claims

1- The design and the operating method of the G 51.

2- The naming, description, definition, thermal isolation and the function of the tri-compression-chamber (TCC).

3- The positioning of the TCC either as an external part mounted to the cylinder block by screws and/or as an internal part within the cylinder block with respect to each piston.

4- The description, definition and the function of the supercharger.

5- The use of the supercharger to perform/achieve a compact stroke in which the prime intake-stroke and the prime compression-stroke are combined together in a single stroke/step/move.

6- The bottom (three lets) rotating valve.

7- The concept/principle of a 5-stroke, 1-piston economical and/but powerful internal combustion engine in which a "one" piston can do the job of four pistons in a 4-stroke engine with respect to piston capacity (the alternative theory, the mechanism (practical formation of parts) and the application).

8- All the components and/with its functions of the G 51 (including the 3 valves from above) in whole and/or part, and how the G 51 works.

9- The concept/principle of the complete cycle of the G 51 which consists of two revolutions in which there are: 2-compact (prime-intake + prime-compression)-stroke, 2-power (expansion)-stroke, 2-exhaust- stroke, 2-power (work)-stroke and finally 2-2^nd compression-stroke i.e. there are 5 strokes per revolution.

10- The use and making of the G 51 either in an on-line design and/or in an H-shape design.