WO2017001875A1 - Nouveau type de moteur à combustion interne - Google Patents

Nouveau type de moteur à combustion interne Download PDF

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Publication number
WO2017001875A1
WO2017001875A1 PCT/HU2016/000043 HU2016000043W WO2017001875A1 WO 2017001875 A1 WO2017001875 A1 WO 2017001875A1 HU 2016000043 W HU2016000043 W HU 2016000043W WO 2017001875 A1 WO2017001875 A1 WO 2017001875A1
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WO
WIPO (PCT)
Prior art keywords
engine
fuel
compressed air
valve
exhaust
Prior art date
Application number
PCT/HU2016/000043
Other languages
English (en)
Inventor
Gyula Babics
Original Assignee
Gyula Babics
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 Gyula Babics filed Critical Gyula Babics
Publication of WO2017001875A1 publication Critical patent/WO2017001875A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B13/00—Engines characterised by the introduction of liquid fuel into cylinders by use of auxiliary fluid
    • F02B13/02—Compression ignition engines using air or gas for blowing fuel into compressed air in cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/14—Engines characterised by precombustion chambers with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/40—Sparking plugs structurally combined with other devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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 subject of the invention is an internal combustion engine which is partly similar (or not similar at all) to the well known and widely used engine types.
  • external supercharging system camshaft with two or four cams for each exhaust valve (the cam profile is symmetric), combined spark plug and its flat or cylindric spark plug connector, combined Diesel fuel injector, modified Diesel dosing system, gas inlet (blow) tubes with external thread on their both ends, adaptor and connector tubes with external and/or internal threads, pre-combustion chambers with decreased cubic volume, special linings that reduce the cubic volume of the combustion chambers, special valves that prevent backfiring, metering system with magnetic control or combined metering system with magnetic control.
  • the new type of internal combustion engine has two main branches: (1) a radically new engine type and (2) modified versions of traditional engines. These two branches have the following subtypes.
  • the (1) new engine types are (l.a) engines with cylinders and pistons, (l.b) engines with cylinders, pistons and exhaust valves, (l.c) engines with chambers and rotors, or (l.d) a one-cylinder engine with any number of rotating pistons.
  • the (2) modified versions of traditional engines are (2,a) two stroke engines, (2.b) four stroke valve-driven engines, (2.c) modified four-stroke rotary engine.
  • the first three engines of branch (1) and all engines of branch (2) have combustion (working) and exhaust strokes.
  • the fourth subtype of branch (1) has a combustion stroke and scavenging.
  • the new type of internal combustion engine - depending on branch and subtype, see above - has no induction stroke, pre-compression or compression phase. Thus the new engine works with less number of strokes. This is made possible by the supercharging system and the above listed technical solutions.
  • the new type of internal combustion engine can work (rotate) in both directions.
  • Applications can be: automobiles, motorcycles, ships/vessels, airplanes, trains, static engines, etc.
  • turbochargers 2431398, 4838234, 5214920, 5441383, 225776 81 Referral to Comprex supercharger: EP 1310677 A2;
  • spark plug for internal combustion engine 215814B and item No. 9 on this spark plug (connector/adaptor);
  • Diesel metering system for engines with reduced number of strokes (combustion and exhaust stroke only). No documentation can be found since this system or any similar systems have not been used yet;
  • the traditional engines provide one combustion (working) stroke per 360° or 720° crankshaft rotation for each piston.
  • the traditional rotary engine (with chamber and rotary piston) provides three working (combustion + exhaust) strokes per one 360° rotation of the rotor.
  • Two- stroke engines can run in any direction while the four-stroke engines have a designated direction of rotation.
  • the traditional engines use their own power for all phases of the operation. These are induction, pre-compression, combustion and exhaust/scavenging for two-strokes; induction, compression and exhaust for four-strokes.
  • Two-stroke engines are worse in this matter, for fuel and lubricants are both burnt at the same time, and engine wear is significantly faster, engine lifespan is shorter.
  • These disadvantages of two-stroke engines are eliminated in four-stroke engines, however four-stroke engines are more complicated. They contain more mechanical parts, valves and valve timing and valve control parts for example.
  • a great solution for these problems could be the rotary engine however this construction wears off quickly, compared to piston engines. All engines have complicated ignition, fuel delivery and metering systems, which need highly qualified human resources to maintain and service. While these engines are developed and manufactured at very high costs, their efficiency is still relatively low while their ecological footprint is relatively big as mentioned above.
  • This invention cannot operate with the traditional and well known version of the following parts: camshafts, spark plugs, spark plug connectors (at plug end and at cable end), Diesel fuel delivery systems, carburettors, anti-backfire valves. These all need to be modified as part of the present invention. New parts and control units are to be introduced as well. Various fuel pumps (except for the electric fuel pump), distributors, carburettors, common injector systems cannot be used with the present invention.
  • New engines designed and manufactured to fit the requirements of the present invention, also contain the following parts, which are part of the invention and were unknown so far:
  • the traditional two-stroke engine (which operates with fuel-oil mixture in many cases) has induction, pre-compression, compression, combustion and scavenging phases.
  • the traditional four- stroke engine has induction, compression, combustion and exhaust strokes.
  • the purpose of the invention is to modify these engines into more efficient, more economical and more environment- friendly engine structures. Existing traditional engines can be converted, or totally new engine designs can be introduced. Purposes and goals are as follows.
  • the new type of engine consists of significantly less mechanical parts, it performs relatively more working (combustion) strokes, while the efficiency of the combustion (namely, the peak pressure of the combustion chamber and the efficiency of the aspiration) is independent of the actual RPM. • Increase the number of fuel types which can be used.
  • the invention consists of the following:
  • camshaft with two or four cams per exhaust valves, cam profile is symmetric
  • First and second engine types in both branches (namely l.a, l.b, l.a, l.b) can run in both directions which is very useful in applications like ships and vessels.
  • Using the symmetric cam profile highly reduces the risk of the piston hitting the valves in case of engine failure.
  • all existing engines can be used much further than their originally expected mileage.
  • the 1st branch of engines (l.a, l.b, l.c, l.d) can be constructed of the materials and parts used at traditional two- or four-stroke engines.
  • the 2nd branch of engines (2.a, 2.b, 2.c) are the conversions of the existing two-stroke, four-stroke and rotary engines.
  • camshaft with two or four cams per exhaust valves, cam profile is symmetric
  • the external supercharging/boost system provides the following:
  • combustion chamber peak pressure and charge efficiency can be controlled so that the air- fuel mixture and its burning are at their optimum.
  • the new engines have higher performance compared to traditional engines, while their RPM is lower. At the same time such engines have less bore and stroke, or smaller chamber/rotor size, or less chambers/rotors, or less cylinders - depending on the given engine layout.
  • the cubic volume of these engines is not given by their bore/stroke or chamber/rotor size. Rather, the main factor is the combustion chamber volume. This is slightly affected by the displacement of the engine and the pressure of the compressed air. Stroke length is calculated to best utilize the power of the combustion phase.
  • the newly designed engines have better fuel consumption values. This is true in case of the converted traditional engines as well, therefore these are more efficient and environment friendly compared to their traditional stage.
  • 1st and 2nd type engines belonging to both branches i.e. l.a, l.b, 2.a, 2.b
  • All engine types can run on various fuels.
  • the external supercharging system allows for a selection of new, environment friendly and economical fuel types.
  • the symmetric exhaust cam profile allows for the two-direction run. This also reduces the risk of the pistons hitting the valves in case of engine failure.
  • the newly designed engines have the following devices:
  • the working cycle of the engines is as follows. At the starting of the engine, the engine is right before ignition (or self ignition) position. The engine receives the required amount of compressed air and injected fuel (or the mixture of compressed air and fuel). The engine rotates and gets ignition (or the self ignition happens). Combustion (working) stroke begins. This is followed by the exhaust stroke or the scavenging phase.
  • Second type of engines in both branches (l.b and 2.b), cylinder and piston and valve engine exhaust valves are opened at BDC position of the piston. The exhaust stroke begins. The piston moves towards TDC and before it reaches TDC, the exhaust valves are closed.
  • the compressed air and the injected fuel gets into the chamber and the combustion happens again.
  • the chambers are at 120° from each other.
  • the combustion chambers of the stator are positioned respectively. As the chambers are aligned they receive the compressed air and the injected fuel (or the mixture of compressed air and fuel). Then the mixture is (self) ignited and the combustion stroke happens.
  • the rotor turns and the chambers are aligned to the compressed air inlets.
  • the chambers receive the compressed air which help the scavenging effect.
  • the rotor then reaches the exhaust ports and the exhaust itself happens (helped by the compressed air previously blown into the chambers). As the cycle repeats, the engine starts to work.
  • the invention includes an external supercharging system.
  • the compressed air is not provided by the internal combustion engine but by the multi-level, air or liquid cooled air compressor of the external supercharging system.
  • the rated pressure is 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the applied compressor is belt driven from the crankshaft of the internal combustion engine or from an electric motor. It has proper noise insulation and it has a cooler to prevent the overheating of the compressed air.
  • the supercharging/pressurizing system has the following parts:
  • Air containers starter and working containers for compressed air at 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application;
  • the system may also contain the following, as needed by the given compressor and engine configuration:
  • ECU Electronic Control Unit
  • microcomputer microcomputer
  • the external supercharging system consists of already known parts which fit the new system (e.g. the multi-level air compressor and the compressed air provided by these), and yet unknown parts and methods which are covered by the present invention (e.g. using compressed air for running an internal combustion engine).
  • the external supercharging system provides the compressed air at a pressure of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the source of the compressed air is a multi-level air compressor which can be air or liquid cooled. As the given application requires, it may have proper noise insulation.
  • the system has an air cooler which prevents the overheating of the compressed air.
  • the compressor is driven from the engine crankshaft (by belt drive or any other kind of drive) or by an electric motor. It also has consoles and mountings which allow proper installation in the engine bay / on the engine itself. Depending on the given layout, it has v-belt pulleys, v-belts, electric motor or any other kind of drive, nuts, bolts, washers etc.
  • the compressor is liquid cooled, it has to be connected to the cooling system of the internal combustion engine. If the compressor is air cooled, proper air supply and efficient ventilation must be provided.
  • the air filter of the compressor can be replaced with one with a
  • the external supercharging system has a smaller (starter) and a larger (working) air tank which contain compressed air. Both tanks have a bleeding nut, bolt, valve or tap. The tanks are interconnected via an air valve which prevents air flowing from starter tank to working tank before a given pressure is reached. As the pressure reached this preset value, the working tank is being filled. The two tanks together provide the air pressure necessary to the proper running of the engine. The pressure is provided by the multi-level air compressor.
  • the starter tank is equipped with the following:
  • the pressure sensor switch does the following. If the compressor is driven by the engine (v-belt or other drive), the ignition is inhibited and there is no compressed air blown in, nor fuel injection (or air-fuel mixture blown in). If the compressor is driven by an electric motor, the starter is inhibited until the pressure is sufficient for performing a proper starting process.
  • the starter tank reaches the rated pressure
  • the engine receives the compressed air and the fuel injection (or the mixture of compressed air and fuel) and the ignition is enabled at the same time.
  • the engine starts.
  • the pressure switch switches on the power supply of the starter motor, the ignition circuitry, the crankshaft position sensor (of the ignition and/or the solenoids of each cylinder), and the solenoid valve of the starter tank.
  • the starter motor starts to rotate the crankshaft, the process goes on and the internal combustion engine is started.
  • the compressed air supply system also consists of the following, which are my inventions and part of the present invention:
  • combustion chambers have inlet blow tubes and anti backfire valves.
  • these can be replaced with solenoid valves (or any other new blow/injection method) which fit the requirements of the working engine, provided they are able to provide the necessary pressure at the given engine temperature.
  • the system is equipped with a relay which is controlled by micro switches located at the clutch pedal, the accelerator pedal and the gearbox rods/levers.
  • the gearbox operating rod has a steel rod installed on it.
  • This additional rod has a diameter of 2-3mm and it is fixed on the original operating rod, parallel to each other.
  • the rod is fixed with ABA clamps at its ends. The installation must not interfere with the gear change process.
  • the rod (between the two clamps) is a little bit longer than the free movement in neutral (between the gear positions).
  • the lever of the micro switch is actuated by the additional rod when the gearbox is in neutral position.
  • the same principles can be applied, with slight modifications as required by the given gearbox setup.
  • the status of the external supercharging system is displayed on the instrument panel. This can be - similarly to electric charge, airbag, etc - a red warning light which depicts an air tank. In sport car versions this can be replaced with an analogue gauge for the air tank pressure, or even an air tank icon which can be partly or fully lit by multi-colour LED's.
  • the driver can control the pressure of the compressed air being used, as required by the quality (knock resistance) of the given fuel type.
  • the pressure can be controlled by an ECU as well.
  • the pressure can be raised by the accelerator when the driver needs high engine performance (fast acceleration, etc).
  • a internal combustion engine is outlined with as many details as needed in the current explanation.
  • the internal combustion engine has (9) exhaust port and (15) spark plugs.
  • the engine can run in directions shown by (29) arrows.
  • It also has (1) engine block, (10a) anti backfire valve, (17) blow tube, (28) fuel injector, (92) fuel pipe/hose.
  • the fuel pipe or hose connects the fuel injector to the (95) fuel pump which delivers at 2- 4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the fuel injector has an (28a) electric connector which is connected (wired) to the ECU.
  • the compressor has a disposable air filter element that matches the requirements of the engine itself as well. Air is compressed by the compressor. To prevent overheating of the compressed there is a (90a) compressed air cooler installed. Air is then fed into (93) starter and (94) working air tanks.
  • the tanks have (88) check valve, (88a) blow-off valve and (87a) bleeding nut/bolt/tap.
  • the two tanks are interconnected via the (87) adjustable air valve. This valve allows air supply to the working tank only after the starter tank has reached its rated pressure. At this point there can be air and oil filters if needed.
  • Air supply from the starter tank to the internal combustion engine is controlled by the (85) solenoid valve. This is turned on or off by the (86) electric switch which is already described above. Air pressure (to the internal combustion engine) is controlled with the (86a) adjustable valve. When the compressed air reaches the (64) magnetic fuel metering system, its flow (volume) is sufficiently controlled. Compressed air is finally controlled with the (84) solenoid valve, from which the compressed air flows through the (10a) anti backfire valve, into the (17) blow tube and then into the combustion chamber of the internal combustion engine. The (84) solenoid valve and the (96) crankshaft position sensor (and its control unit) are connected with the (84a) electric wire.
  • the required amount of fuel is supplied by the (28) fuel injector which - together with the (84) solenoid valve - is connected to the anti backfire valve top end (inlet end).
  • the fuel injector receives the fuel from the (95) fuel pump via the (92) fuel hose/pipe.
  • the fuel pump works at 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the fuel injector has an (28a) electric connector which is connected to the ECU.
  • the invention covers the camshaft which has two or four cams per exhaust valve. If the camshaft has two cams per exhaust valve then it has symmetric cams and the two cams are aligned 180° to each other. This allows the camshaft (thus the engine itself) to run in any direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Valve lift can be as low as 1/3 of the original valve lift but it must never exceed the original valve lift itself. Material of the camshaft is similar to the traditional camshaft materials. It can be solid or hollow (for lubrication or weight loss purposes). Most importantly there is no cam for the inlet valve(s), no drive for fuel pump or ignition distributor.
  • Cams are aligned so as all the pistons at the same position have the same valve timing.
  • all exhaust valves of cylinders #1 and #4 start to open when the piston leaves BDC and they start to close before it reaches TDC.
  • cylinders #2 and #3 Same rules are to be kept in case of engines with odd number of cylinders.
  • the camshaft Independent of the number of cylinders, if a cylinder has more than one exhaust valve, the camshaft has the same setup (two cams for each valve). If the camshaft has four cams per exhaust valve the cam profile is symmetric and cams are aligned 90° to each other. This allows the camshaft (thus the engine itself) to run in any direction.
  • Valve lift can be set from 1/3 of the original valve lift (min) to 2/3 of the original valve lift (max).
  • Material of the camshaft is similar to the traditional camshaft materials. It can be solid or hollow (for lubrication or weight loss purposes).
  • the four-cam camshaft runs at 1/4 RPM of the crankshaft. In case of engines with more than two cylinders and an even number of cylinders (i.e. 4, 6, 8, etc) cams are to be aligned so as pistons with the same position have the same valve timing.
  • Both the two-cam and four-cam camshafts have the advantage of reducing the risk of the pistons hitting the valves in case of an engine failure. Exceptions are engines where exhaust valves are located and positioned in the plane of the cylinder head (e.g. Diesel engine with pre-chamber and exhaust valve).
  • Fig. 2 shows the camshaft of a four-cylinder engine with one exhaust valve per cylinder.
  • the camshaft has two cams per (13) exhaust valve. It can either be solid or hollow for lubrication or weight loss purposes.
  • Cams are symmetric and they are aligned at 180° to each other.
  • At one end of the camshaft there is enough room provided for a (13d) cogwheel, sprocket or drive belt pulley. These are secured by (13b) a key, latch, pin etc. They have (13c) nut or bolt as a fastener.
  • the camshaft has a (13e) oil seal and (13f) bearings.
  • Fig. 4 shows the camshaft of a four-cylinder engine with one exhaust valve per cylinder.
  • the camshaft has two cams per (13a) exhaust valve. It can either be solid or hollow for lubrication or weight loss purposes. Cams are symmetric and the four of them are aligned at 90° to each other. At one end of the camshaft there is enough room provided for a (13d) cogwheel, sprocket or drive belt pulley. These are secured by (13b) a key, latch, pin etc. They have (13c) nut or bolt as a fastener.
  • the camshaft has a (13e) oil seal and (13f) bearings.
  • Fig. 5 shows symmetric (13g) sides and (13h) profiles which allow for any running direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Therefore this camshaft can run in any of the directions shown by the (29) arrows.
  • the invention covers the combined spark plug and its flat or cylindric connector or adaptor. These are used on the non-Diesel version of new type internal combustion engines with external supercharging system, with combustion (work) and exhaust stroke only.
  • the combined spark plug is constructed of the same materials as the conventional spark plugs.
  • the centre (positive) electrode is in the centre of the insulator.
  • the insulator is in the stepped cylindric spark plug body: the hexagon, shell, gasket, external thread etc.
  • the centre electrode is made of the same material as in case of traditional spark plugs.
  • the centre electrode has a bore in its whole length. It has external threads at its top end (terminal). This threaded end perfectly fits the flat or cylindric connector of the spark plug cable.
  • the pipe or hose of the compressed air or the mixture of compressed air and fuel is also connected to this threaded end.
  • the centre electrode has cams or pegs at the half of its length to prevent turning within the insulator body.
  • the centre electrode has a slightly larger diameter at its bottom end, because of the high temperatures of the combustion chamber.
  • the combined spark plug has one or one ground electrode(s) at its bottom end, below the external threads which fit the spark plug threads in the cylinder head. Between the ground electrode(s) and the centre electrode is the electrode gap.
  • the combined spark plug, as described here, is a replacement of traditional spark plugs.
  • the combined spark plug is interchangeable with the traditional spark plugs while most of the sizes match.
  • the main difference is that the centre electrode is not solid but it has a bore thus it is similar to a pipe or tube. Therefore the centre electrode has a larger outer diameter than in case of the traditional spark plugs.
  • the outer shell and the thread of the combined spark plug has the same outer diameter as before. To keep these sizes, while the centre electrode has a larger diameter, the shell is a little bit thinner and the insulator has a lower wall thickness as well.
  • the spark plug connector / terminal is different too: this has a threaded layout.
  • the flat or circular connector is made of copper or any other feasible metal material.
  • the flat and rectangular connector which fits the threads of the combined spark plug at its longer side.
  • the threads of the connector can be prepared by punching or tapping.
  • the other side of the connector is tapered at the end, and it has dents at about the middle of both sides. The dents match the connector, therefore they prevent unattended disconnection.
  • the tapered end helps the easy connection / installation.
  • the flat and circular connector or adaptor is prepared of the same rectangular sheet. After the threaded part the connector or adaptor is bent to form a small cylinder. The outer diameter of this cylinder is the same as the outer diameter of the terminal of the traditional spark plug. Therefore it has a circular dent at its middle, similarly to the terminal end of a traditional spark plug. This prevents unattended disconnection. This can be connected to the original spark plug cable.
  • the both the flat and the flat-and-circular connectors need to be properly insulated since the original spark plug connector insulations do not cover this assembly.
  • the flat connector needs its counterpart which connects to the spark plug cable (where it connects to the combined spark plug).
  • the combined spark plug as described in this invention is used for converting existing two- or four- stroke, non-Diesel engines into new type of internal combustion engine. It increases efficiency and reduces operation costs. It keeps the basic function of the original spark plug (i.e. igniting the air-fuel mixture). As an added feature, it has a bore in the whole length of the centre electrode. Through this bore the compressed air (or mixture of compressed air and fuel) can be blown into the combustion chamber.
  • the invention covers a combined spark plug which is shown in fig.6, item 15a.
  • the (30) center electrode has a (30c) bore through its whole length. On the upper part, not covered by the insulator, there is (30a) external thread and hexagon. These allow for connections of the spark plug cable and the compressed air (or mixture of compressed air and fuel) pipes/hoses.
  • the center electrode has cams/hexagon shape at half of its length, which eliminates the possibility of turning around within the insulator.
  • the lower end of the positive electrode, close to the ground electrode, is bigger in its diameter (see 30d). This is required by the electric spark and the high combustion chamber temperature.
  • the centre electrode is located in the middle of the insulator which has a (34a) washer ring between itself and the outer shell.
  • the outer shell is stepped (31). There is (31a) hexagon and (35) thread on the outer shell.
  • a washer ring is located between the spark plug and the cylinder head.
  • the combined spark plug also has one or more (36) spark gap(s) and one or more (37) ground electrode(s).
  • the insulator is
  • the invention covers the flat [fig. 7, item 30e) and the flat and circular (fig. 8, item 30f) combined spark plug connector or adaptor.
  • Material of these parts is copper or any feasible metal.
  • the flat, rectangular connector has the same thread as the combined spark plug 30g terminal. This thread is located on the longer edge of the rectangle.
  • the opposite side is (30h) tapered. Going back from its end, the rectangle has (30i) punctual dents at both sides. The dents prevent unattended disconnections, while the tapered edges help smooth connections during installation.
  • the (30f) flat and circular (cylindrical) connector or adapter is made of the same flat rectangle with the same (30g) thread.
  • the material of the connector is bent to form a small cylinder, with a circular nut around it (at its half length).
  • This shape is similar to the shape of the terminal connector of a traditional spark plug. This shape prevents unattended disconnections.
  • Part of the invention is the combined diesel injector which is used at new type of Diesel engines with combustion (work) and exhaust stroke only. It is prepared by the conversion of traditional Diesel injectors. It is cylindrical and stepped through its length. It consists of two steel shells screwed together with threaded connection.
  • the upper jet holder shell has a hexagon (for given size of spanners), two external threads and an internal thread, and two leak-off ducts.
  • the fuel delivery pipe connects to the external thread on the top of the jet holder shell.
  • the diameter of the fuel inlet duct is not altered. Neither is altered the fuel duct within the wall of the jet holder shell, to the insertion disc.
  • the original leak-off ducts were opposite to each other (at 180°).
  • connection stud for the compressed air This stud connects to the jet holder and to the anti backfire valve by threads and copper washers. This stud has a hexagon surface to allow for easy installation.
  • This stud has a bore for compressed air. This bore is 4 times larger in its diameter than the four smaller ducts that flow the compressed air further.
  • the four smaller ducts lead the compressed air within the jet holder shell wall, until the insertion disc, in a special way: they are located next to each other, opposite to the fuel jets. Their distance from the centre of the jet holder is equal to the fuel jet distance.
  • the fuel jet holder shell connects to the fuel jet holder nut so that the fuel injector jet and the insertion disc can assembled in the perfect alignment only. To achieve this, both of them have a small recess in their surface contacting the shell.
  • the shell has small pegs which exactly fit the recesses. These are necessary for the following. Both parts have the previous fuel duct which are now closed in the middle, therefore one of the halves now has a perfectly smooth and airtight surface. In the other half we keep the original fuel duct.
  • the now separated fuel duct parts (upon each other) will now have fuel path of the insertion disc and the injector jet, with the original bore size and quantity. Using this alignment the fuel path is still secure while the closed parts of the insertion disc and the fuel jet have four paths for compressed air (next to each other). They connect together in an upper section: when the jet holder nut is in place and it is tightened, the four air paths located in the lower part of the jet holder shell (closed with the insertion disc) are constantly connected to the four air paths in the insertion disc. These are in turn interconnected with the four air paths of the fuel injector jet. Going along the jet wall, never crossing the fuel paths, exit partly surrounding the jet nozzle.
  • the setup outlined above makes possible the compressed air to reach the combustion chamber.
  • the compressed air is provided by the external supercharging system, controlled by solenoid valve(s).
  • the fuel delivery system works with a magnetic metering system.
  • the fuel is injected into the combustion chamber in the required moment via a solenoid valve which is controlled by a crankshaft position sensor.
  • the system also contains sealers, pressure rod, spring and spring preload disc. The injection of the required amount of fuel still happens at the middle of the jet nozzle.
  • the combined Diesel injector can be installed in place of a traditional Diesel injector.
  • the combined Diesel injector as described in the present invention, has almost the same size, main principle and layout as a traditional Diesel injector, with the following differences.
  • the leak-off ducts are located 90° to each other on the jet holder shell (instead of the
  • the anti backfire valve connects to the stud with internal thread.
  • the jet receives the
  • the jet has air paths.
  • the combustion chamber is filled with compressed air through these paths.
  • the compressed air is provided by an external supercharging system.
  • the combined Diesel injector as described in the present invention, applied to engines converted from traditional to new type of internal combustion engines, increases efficiency and economy, while it kept its original function (injecting fuel into the combustion chamber). This is done via altered fuel paths but at the very same entry point, at the centre of the jet nozzle.
  • the leak-off ducts are modified as well.
  • the combined Diesel injector leads the necessary amount of compressed air into the combustion chamber.
  • the compressed air is provided by external supercharging system and the process uses a crankshaft position sensor as well.
  • the combined Diesel injector as described in the present invention, can be seen in Fig.9, item 14a. It is cylindrical and stepped at its different sections. It consists of two steel cases, fitting together with treads.
  • the upper (45) jet holder shell has a hexagon (for given size of spanners), two external threads and an internal thread, and two leak-off ducts.
  • the fuel delivery pipe connects to the (38) external thread on the top of the jet holder shell.
  • the (39) diameter of the fuel inlet duct is not altered. Neither is altered the (40) fuel duct within the wall of the jet holder shell, and (40a) then on to the insertion disc.
  • the original (44) leak-off ducts were opposite to each other (at 180°). One of them stays as it is.
  • the (44a) other one is moved to the opposite side of the fuel duct that leads to the insertion disc.
  • This stud connects to the jet holder and to the anti backfire valve by (42) threads and (42a) copper washers.
  • This stud has a (43) hexagon surface to allow for easy installation.
  • This stud has a bore for compressed air. This (41) bore is four times larger in its diameter than the four smaller ducts that flow the compressed air further. The four smaller ducts lead the compressed air within the jet holder shell wall, until the insertion disc, in a special way: they are located next to each other, opposite to the fuel jets.
  • the fuel jet holder shell connects to the (49) fuel jet holder nut so that the (53) fuel injector jet and the (51) insertion disc can assembled in the perfect alignment only (52, 52a). To achieve this, both of them have a small recess in their surface contacting the shell. The shell has small pegs which exactly fit the recesses. These are necessary for the following. Both parts have the previous fuel duct which are now closed in the middle, therefore one of the halves now has a perfectly smooth and airtight surface. In the other half we keep the original fuel duct. The now separated fuel duct parts (upon each other) will now have fuel path of the insertion disc and the injector jet, with the original bore size and quantity.
  • the (40a) fuel path is still secure while the closed parts of the insertion disc and the fuel jet have four paths for compressed air (next to each other). They connect together in an upper section: when the jet holder nut is in place and it is tightened, the four air paths located in the lower part of the jet holder shell (closed with the insertion disc) are constantly connected to the four air paths in the insertion disc. These are in turn interconnected with the four air paths of the fuel injector jet. Going along the jet wall, never crossing the fuel paths, exit partly surrounding the jet nozzle.
  • the setup outlined above makes possible the compressed air to reach the combustion chamber.
  • the compressed air is provided by the external supercharging system, controlled by solenoid valve(s).
  • the fuel delivery system works with a magnetic metering system.
  • the fuel is injected into the combustion chamber in the required moment via a solenoid valve which is controlled by a crankshaft position sensor.
  • the system also contains the (50) pressure rod, (48) spring and (47) spring preload disc. There is a (54) seal between the injector and the cylinder head.
  • the invention covers the modified Diesel metering system. This is applicable for Diesel engines with any number of cylinders and with combustion (work) and exhaust stroke only, equipped with external supercharging system. Both solutions are similar to the traditional Diesel fuel
  • the metering system (the dosing pump) works into a small capacity, high- pressure distributor tank. The tank pressure is sufficient for proper injection.
  • Fuel (which is at injection pressure now) can be injected into the combustion chambers via solenoid valves as timed by a crankshaft position sensor and an ECU. Fuel quantity can be controlled by altering the opening or closing time of the solenoids.
  • new camshafts are installed with two cams per injector.
  • the cams have the original sizes. They are set to 180° (exact opposite position) from each other. Their cam profile is symmetric to allow for any running direction in the future. Fuel quantity can be modified as necessary.
  • Diesel delivery systems based on other principles can be modified too, to fit the new type of internal combustion engine (with combustion and exhaust stroke only). In all cases, the ability to run in any directions shall be kept.
  • the metering system (the dosing pump) can work into a small capacity, high-pressure distributor tank.
  • the tank pressure is sufficient for proper injection.
  • Fuel (which is at injection pressure now) can be injected into the combustion chambers via solenoid valves as timed by a crankshaft position sensor and an ECU. Fuel quantity can be controlled by altering the opening or closing time of the solenoids.
  • the invention also covers the blow tubes with external threads at both ends. These are applied to engines with combustion and exhaust strokes, or with combustion stroke and scavenging phase.
  • the blow tubes are made of steel. They have a bore through their whole length. Their layout is similar to a pipe, they are cylindrical and stepped throughout their length. The larger diameter end is connected to the anti backfire valve. This connection is sealed with a copper washer. Near this end the tube has a hexagon for installation with spanners. The other end of the tube is tapered and is inserted into the cylinder head or into the adaptor or into the combined adaptor. The tapered layout ensures efficient sealing. It can be cylindrical (instead of tapered) as well, but in this case a copper washer is applied too.
  • the length of the tubes depends on the given engine layout.
  • the tubes deliver the compressed air (or mixture of compressed air and fuel) to the combustion chamber. The compressed air is provided by an external supercharging system.
  • blow tubes (fig. 10 and 11) as described in the present invention are made of steel, and stepped, with a (17c) bore along their whole length. At the larger diameter end there is a (17a) external thread and a (17b) hexagon. The other end has (17d) cylindrical or (17e) conical/tapered external thread.
  • the length of the (17) blow tubes depends on the given engine layout.
  • the invention also covers connector or combined connector inserts with outer and internal threads for Diesel engines. These are only applied to Diesel engines with combustion (work) and exhaust strokes. They are made of steel, stepped along their length, with an internal bore in their whole length. At the top end there is an internal thread which connects to the blow tube. There is a hexagon as well, for easy installation with spanners. Otherwise the connector or combined connector has the thread size and copper washer size of a traditional Diesel injector. The thread parameters make the connector be interchangeable with a traditional Diesel injector. The copper washer seals the connection between the connector tube and the cylinder head. In case of the combined connector there is a cylindrical part which protrude below the thread which fits into the fuel injector thread. The protruding part has smaller diameter than the thread.
  • the cylindrical part has a copper washer.
  • the connector insert or the combined connector insert leads the compressed air (or mixture of compressed air and fuel) into the combustion chamber.
  • the compressed air is provided by the external supercharging system.
  • the connector insert described in the present invention is displayed in fig.12, item 55. It is cylindrical and it is made of steel. It is stepped along its length. It has a (55c) bore in its full length. The upper end has (55a) internal threads and (55b) hexagon. The other end has (55d) external thread. The lower end has (55f) cylindrical shape with (55e) copper washer.
  • the combined connector insert described in the present invention is displayed in fig.13, item 56.
  • t is cylindrical and it is made of steel. It is stepped along its length. It has a (56c) bore in its full length.
  • the upper end has (56a) internal threads and (56b) hexagon.
  • the other end has (56d) external thread. Below this thread there is a (56f) cylindrical part which protrudes into the combustion chamber and reduces the cubic volume of it.
  • the lower end has a (56e) copper washer as well.
  • the invention also covers the pre-chambers with reduced volume. This can only be applied to Diesel engines with combustion (working) and exhaust stroke only. See the pre-chamber in /g. 14 as an example of how to reduce the volume of the traditional pre-chambers.
  • Pre-chambers in the example (and the different ones as well) are made of the material of the traditional pre-chambers.
  • the production technology is the same as well. Their shape is cylindrical and there are diameter steps. Their outer dimensions and the positioning recess/pin are not changed.
  • the new pre-chamber can easily be installed after the removal of the original one. The volume is now reduced to 1/3 of the original. In some engine layouts the cylinder interconnections are modified as well, such as the bores.
  • the outer dimensions remain unchanged.
  • the only change is the volume, which is reduced to 1/3 of the original.
  • Different pre-chambers and combustion chambers are prepared respectively.
  • the reduction volume contains the overall volume which can be measured between the cylinder head and the piston top at TDC. This is affected by the cylinder head gasket thickness as well.
  • the per-cylinder volume and the overall volume are all reduced by 1/3.
  • the cubic volume of the engine is 1/3 less, it has the same performance, the fuel consumption pro 100 km's is 1/3 less, which means the emission is 1/3 less as well.
  • the pre-chamber with reduced cubic volume as described in the invention is shown in Fig 13. Its material and production technology is the same as in the case of the traditional pre-chambers.
  • the sape is (57) cylindrical and it has diameter steps. Outer shape and dimensions are the same as the shape and dimensions of the traditional pre-chamber.
  • the (57a) positioning recess/pin is not altered either.
  • the new pre-chamber has (57c) 1/3 cubic volume compared to the original pre-chamber.
  • the (57b) cylinder interconnections can be altered if this is required by the given engine layout. All pre- chambers are prepared to achieve a smaller combustion area (1/3 of the original).
  • Part of the invention is an inlay which reduces the size of the combustion chamber.
  • the inlay can be cylindrical, semi cylindrical, or totally differently shaped. In case of engines with spark plugs, with or without any number of exhaust valves and in case of Diesel engines the inlay is located on the piston top. In case of rotary engines the inlay is located on the rotor.
  • the inlay is applied to engines with combustion (working) and exhaust strokes only.
  • the inlay is made of steel or of any feasible material. It may have interconnected swirl pockets if needed.
  • the combustion chamber of the conventional two- or four-stroke petrol engines and Diesel engines is reduced to 1/3 of the original (or, as needed).
  • the shape of the inlay perfectly matches the given piston and cylinder head. It perfectly matches the previously cleaned contacting surfaces.
  • the inlays may be fastened to the cylinder head, to the piston or to the rotor, by a few bolts.
  • the bolt has to be chosen and fastened with the consideration of the working cycle of the internal combustion engine.
  • the inlay may or may not have holes or bores for the spark plug, one or more valve(s). In such cases the missing parts add to the total cubic volume. When calculating the volume, the cylinder head gasket thickness and all holes and bores on the inlay have to be considered.
  • fig. 15 shows an inlay without valve pocket(s).
  • the inlay reduces the volume of the (58) existing combustion chamber.
  • the material of the inlay is steel or any feasible material.
  • the shape of the inlay is cylindrical.
  • the (58c) inlay has a shape that perfectly match the combustion chamber. It exactly fits the contacting surfaces. It can be installed onto the cylinder head with bolts through its three or more (58a) holes.
  • the inlay has a matching (58b) hole for the spark plug.
  • fig. 16 shows an inlay used for non-Diesel engines with one exhaust valve per cylinder.
  • the inlay reduces the volume of the (59) combustion chamber. It is made of steel or any feasible material. It has cylindrical and flat shape.
  • the (59e) inlay exactly fits into the combustion area of the cylinder head.
  • the inlay has three or more (59a) holes and it can be fastened by bolts to the cylinder head, to the unused inlet valve, or to both.
  • the inlay has matching openings for the (59b) spark plug and (59c) exhaust valve.
  • the inlay has a pocket for the (59d) inlet valve, and an interconnecting track between the openings of the spark plug and the exhaust valve.
  • fig. 17 shows an inlay for non-Diesel engines with two exhaust valves per cylinder.
  • the inlay reduces the volume of the existing (60) combustion chamber.
  • the part is made of steel or any feasible material while it shape is cylindrical.
  • the upper part of the (60e) inlay perfectly matches the shape of the combustion area in the cylinder head.
  • the inlay has four or more holes for fastening purposes.
  • the inlay can be fastened by bolting it to the unused inlet valve, to the cylinder head or to both of them.
  • the inlay has openings for the 60b spark plug and the 60c exhaust valves.
  • the inlay has a pocket for the (60d) inlet valve, and an interconnecting track between the openings of the spark plug and the exhaust valves.
  • fig. 18 shows an inlay for traditional diesel engines.
  • the inlay reduces the volume of the (61) combustion chamber. It is made of steel or any feasible material.
  • the shape can be conical, pocketed (with interconnecting track), or any other layout as required by the given (61b, 61c) combustion chamber layout.
  • the 61c version can be omitted.
  • the inlay can be fastened to the piston with one or more holes and bolts.
  • fig. 19 shows an inlay for a Diesel engine.
  • the inlay is similar to the piston top layout. It is made of steel or any feasible material and reduces the volume of the (62) combustion chamber.
  • the upper and lower part of the (62b) inlay matches the shape of the original combustion chamber. It perfectly fits into its place and its circular rim closes well.
  • the inlay has four or more holes and the inlay can be fastened to the piston with flat-head bolts.
  • fig. 20 shows an inlay for rotary engines.
  • the inlay reduces the (63) volume of the combustion chamber. It is made of steel or any other feasible material. It is rectangular, (63b) countersunk and curved.
  • the inlay ensures the volume reduction of one combustion chamber. For fastening purposes six flat-head bolts are used, per inlay.
  • the inlay has special holes that match the (63a) bolt head.
  • the anti backfire valve It applied to engines with combustion (work) and exhaust strokes, or with combustion (work) stroke and scavenging phase. It has inner and external threads with copper washer seal. All parts of the anti backfire valve are made of steel.
  • the body of the anti backfire valve has a cylindrical shape. Its end with external thread is the inlet port for the compressed air.
  • the bore diameter in the upper part allows enough room for disassembling and assembling the valve spring, valve disc and a securing snap ring assembly.
  • the valve stem bore At the bottom of this bore is the valve stem bore.
  • the valve seat At the other end there is the valve seat. In this valve seat there are four or more transfer holes. The ports of these holes are within the valve perimeter and they do not touch the valve disc itself.
  • the outer body has a hexagon for easy installation with spanners. At the lower end there is internal thread connection. In this body there is the valve assembly.
  • the valve stem has a non traditional, conical end.
  • the anti backfire valve can be connected to the blow tube, or to the combined spark plug, or to the combined Diesel injector, or to the adaptor insert, to the combined adaptor insert, or directly to the engine block or cylinder head.
  • the valve lets the compressed air (or mixture of compressed air and fuel) through.
  • the anti backfire valve is closed in its neutral state. It is opened by the presence of the compressed air (and/or fuel) and it lets the compressed air into the combustion chamber. It is resistant to the temperature of the internal combustion engine. It is resistant to the pressure raised by combustion stroke. It is also resistant to the high frequencies as the above parameters constantly and quickly change.
  • fig. 21 shows the (10a) anti backfire valve with inner and external threads, with copper washer seal at these threads.
  • the (lOd) external threaded end it has a (lOd) port for the compressed air (or mixture of compressed air and fuel).
  • the bore diameter in the upper part allows enough room for disassembling and assembling the valve spring, valve disc and a securing snap ring assembly.
  • the valve stem bore At the bottom of this bore is the valve stem bore.
  • the (lOi) valve seat At the other end there is the (lOi) valve seat.
  • the outer body has a hexagon or other feasible (101) shape for easy installation.
  • the 10k outlet port is sized to allow for the easy removal and installation of the small valve. It can be connected by the lOj internal thread.
  • the small (lOg) steel valve Within the anti backfire valve assembly there is the small (lOg) steel valve, the (lOf) steel valve spring, the (lOe) valve disc and the (10b) snap ring.
  • the invention also covers the metering system with magnetic control and the combined metering system with magnetic control.
  • the metering with magnetic control controls the amount of the compressed air.
  • the metering system with combined control controls the amount of compressed air.
  • the combined metering system with magnetic control controls the amount of compressed air and the amount of fuel as well.
  • These metering systems are only applicable to engines with combustion and exhaust stroke, or with combustion stroke and scavenging. They are made of aluminium or an alloy of zinc and aluminium. Steel, copper, tin, plastic, etc can be used as necessary.
  • the metering system with magnetic control has a body made of aluminium or aluminium-zinc alloy. The body is stepped cylindrical in its shape along its length. It has internal thread at both ends. In the larger diameter end there is a cylinder.
  • the piston In the cylinder there is a piston which moves the needle which in turn controls the amount of the compressed air.
  • the piston is made of aluminium or aluminium-zinc alloy.
  • the piston is moved by a cylindrical permanent magnet or electromagnet which is located outside the device body and it moves back and forth parallel to the device body.
  • the piston in its full width, has an inlay which either can be: a flat inlay which is spring-loaded by itself onto the inner surface of the piston; a cylindrical inlay with coupling claws; or a magnetic inlay.
  • the coupling claw if the inlay is prepared of the inlay itself and these claws protect the inlay against unattended movement.
  • the piston has its open end towards the incoming compressed air so that the steel piston ring has a constant preload.
  • the needle which controls the amount of the compressed air is installed into the flat end of the piston (with threads or by any feasible method). It also has three to four interconnection holes for the compressed air. These let the compressed air through and these ensure an equal pressure at the two sides of the piston.
  • the needle is made of steel and except for its connecting part, it is cylindrical at both ends and conical in between the ends.
  • the conical part goes into the copper or steel jet which has external threads and flat surfaces on its side for easy installation.
  • the free end of the needle has the above mentioned cylindrical parts and the lower diameter end of the conical part. The connection of the cylindrical and conical part never reaches the other end of the jet, not even at its full travel (maximum amount of compressed air).
  • the metering system with magnetic control can be extended to the combined metering system with magnetic control, since the cylindrical end of the needle and its groove (which is just below the cylindrical part and is in right angles to it) has the same dimensions as the securing sleeve used for setting up the connection.
  • the combined metering system with magnetic control it can connect the needle (which controls the amount of the compressed air) with the fuel [amount] needle.
  • the needle of the compressed air is slightly out of the metering body (by the length of the cylindrical part of the needle). In this lower diameter part of the body there is an internal thread for jet installation.
  • the compressed air jet with its external thread is located installed in this thread. The controlled amount of air goes through the port found here.
  • This port leads to the end of the metering body, namely to the connection with internal threads.
  • the magnet can be moved along the body with the accelerator cable or any other feasible principle. The magnet is going to move the piston which in turn moves the needle (which controls the amount of the compressed air). The amount of controlled air is therefore easy to control from idle speed to maximum air volume.
  • the front of the device body is closed with a plug which is made of aluminium or aluminium-zinc alloy and has a stepped cylindrical shape along its length.
  • the plug has hexagon on its outside and an internal thread at the inside of the hexagon section.
  • the other end has external threads and a spring holder bore.
  • the plug has a bore in full length. This bore lets the incoming compressed air into the cylinder so that it can reach the jet through the interconnecting bores of the piston.
  • the control needle lets the air to the outlet port in the desired quantity. From here, the compressed air can go into the compressed air system (via an internal thread connection), or alternatively, in case of the combined metering system, into the fuel metering part, via external thread connection and copper seal.
  • the fuel metering body is made of aluminium or aluminium-zinc alloy as well. Steel, copper, tin, plastic, etc can be used as necessary.
  • the metering body is responsible for metering the fuel and mixing it with compressed air.
  • the body consists of the intersection of either two cylindrical or one cylindrical and one prism body.
  • the front of the horizontal part has external threads and it connects to the compressed air supply.
  • In the axis of the external threaded section there is a needle holder bore and the fuel quantity needle itself. This assembly is surrounded by four openings (two are located vertically and two are located
  • the two horizontal inlets are parallel to the needle holder bore so that they join the mixture bore besides the fuel jet.
  • one inlet (the lower one with smaller diameter) connects to the upper (air) part of the float chamber in a special way not to aim towards the fuel.
  • a deflector can be applied as necessary.
  • From this air room the compressed air has a return line before the inlet manifold. This line connects into the fuel needle holder, from below, and its diameter may be identical to the needle holder bore diameter. This ensures the float chamber has the same pressure as the compressed air.
  • the other inlet (the upper one) joins the needle holder bore, where the other inlet joins as well (from below).
  • the compressed air flows through these inlets and the generated depression draws in the fuel, through the fuel line which is connected to the float chamber located below the device.
  • the fuel line ends within the float chamber, below its set level, thus its end is immersed in fuel.
  • the end of the needle holder bore has an internal thread which holds the fuel jet itself.
  • the jet has flattened sides to allow for easy installation.
  • the compressed air and fuel mixture bore is axially aligned with and positioned near the above described fuel jet assembly.
  • the mixture bore has such dimensions that allow easy removal and replacement of the fuel jet.
  • the mixture bore has a mixture cylinder installed. By its own spring effect the mixture cylinder is tightly fitted to the mixture bore.
  • the mixture cylinder has positioning claws. The claws are bent inwards, prepared of the material of the cylinder.
  • the claws are sized so that they cannot interfere with the needle at any of their relative position.
  • the claws which are located after the default position of the needle can be longer.
  • the fuel needle is made of steel, one part is cylindrical and stepped, while the other end is slightly conical which goes into the fuel jet.
  • the needle moves within the fuel jet and the needle is slightly protrudes out of the fuel jet at full power position.
  • the needle modifies the cross section of the jet as it moves within the jet, therefore the fuel quantity can be controlled from idle speed to maximum RPM.
  • the cylindrical end of the needle (with smaller diameter) fits the connection sleeve described above.
  • the larger diameter part fits the needle holder.
  • the cylindrical part has a groove on it (in right angles to its axis).
  • connection sleeve can be secured to this groove with a safety tab.
  • the connection sleeve and the safety tab together connect the compressed air needle to the fuel needle.
  • an internal threaded connector This connects to the compressed air and fuel mixture supply system of the engine, via connecting hose, bypass screw and copper seal.
  • the cover is cylindrical.
  • the cover connects horizontally to the device above.
  • the cover has a vertical and cylindrical part with internal thread. On the horizontal part it has copper sealing washer. On the top of the cover, below the outlet of the mixture of compressed air and fuel, there is the fuel hose connection.
  • the float valve has copper body and steel needle, it has external thread and copper washer. A preloaded spring holds the valve in closed position.
  • the holder also holds the float which is hinged on a steel or copper pin.
  • the float can either be a plastic or a copper one.
  • the copper float has a tab on its back and this tap connects to the needle valve. Fuel level can be adjusted by slightly bending the tab as required.
  • the fuel inlet line of the device is in right angles to the float chamber cover. This can be altered as follows: a bottom inlet, before the fuel jet, can connect the float chamber to the needle holder.
  • the fuel inlet line can be made of any feasible metal or plastic and it can be connected to the device by threads, moulding etc.
  • the compressed air inlet and outlet ports are located on the cover as well.
  • the bottom part of the float chamber is a cylinder closed at its bottom end. At its upper (open) end it has external threads and a collar for copper seal. The lower (closed) end has a hexagon for easy removal and installation.
  • Both metering systems have the following properties. They can safely supply compressed air or mixture of compressed air and fuel to the engines described in this invention.
  • Engine displacement can vary from a few hundred to a few thousand cm 3 .
  • the following parameters are to be carefully calculated and tested for any displacement variation: smallest and largest diameter of the conical part of the compressed air needle and the fuel needle; length of the conical parts; jet size; compressed air interconnection bore diameters; fuel inlet line diameter.
  • metering devices can be modified to allow fine adjustments with conical adjustment screw for the compressed air and fuel quantity, or idle speed adjustment screw (which limits the position of the compressed air quantity piston).
  • the float chamber and its cover can be modified to have flanges, connect them with nuts and bolts, seal the assembly with copper seal, etc.
  • the above described compressed air quantity piston has the same free movement as the length of the conical part on the control needle and the fuel needle as well, and these are still equal to the free movement of the permanent or electromagnet which operates the device itself. Cable operation can be applied if the magnet is connected to three short cables or connecting rods around its circumference and these are joined together before the device itself. It can now be connected to a traditional throttle cable. Idle speed screws can be applied to the cabling system as usual.
  • Another extension of the above described system is a check valve in the fuel supply line, just before the metering device, similarly to the anti backfire valve described above.
  • the fuel check valve does not let compressed air in the fuel line (to the fuel tank). This can happen in case of fuel needle valve failure when the compressed air pressure is greater than the fuel pump pressure.
  • the metering system with magnetic control and the combined metering system with magnetic control do not need to be further detailed (e.g. the float which consists of two halves which are open at one end and closed at the other end and they are soldered together at their open end, etc).
  • the float which consists of two halves which are open at one end and closed at the other end and they are soldered together at their open end, etc.
  • the metering system with magnetic control is shown in //g. 22.
  • the (64) body is made of aluminium or aluminium-zinc alloy. It is cylindrical and it stepped along its length. It has external threads at its both ends. One end is larger in its diameter than the other one. The bigger diameter end has the (64a) cylinder and piston which move and hold the compressed air volume needle.
  • the (68) piston is made of aluminium or aluminium-zinc alloy.
  • Within the piston for the purpose of magnetic controlled movement, there is any of the following installed: cylindrical insert which is held against the inner wall of the piston by its own spring force; an insert with securing tabs/claws which fit into the inner wall of the piston; or a permanent magnet.
  • the open end of the piston is facing towards the incoming compressed air. This pushes the piston against the (69) steel coil spring.
  • the compressed air volume needle is installed into the closed end of the piston by threads or by any feasible method.
  • the control needle is made of steel. Except for the connection part it has cylindrical parts at both ends and it is conical between these cylinders. It also has a special end which allows for the extension to combined metering system with magnetic control. In this case, the (65a) cylindrical end and its (65b) groove, with the usage of the connection/securing sleeve, can connect the compressed air volume needle with the fuel volume needle.
  • the conical end of the control needle goes into the (66) compressed air jet which is made of steel or copper and has external threads. After the jet there is the (64d) controlled air outlet. This connects to the (64e) connection with internal threads.
  • the threaded part At this section of the body, after the threaded part, there is a hexagon or flattened part for easy installation.
  • the permanent magnet or the electromagnet At the larger cylindrical part, at the half of its length, there is a (67) permanent magnet or an electromagnet. Using either the permanent magnet or the electromagnet, they can be moved along the body with the accelerator cable or by any relevant method. The movement of the magnet moves the compressed air volume control needle as well. This lets us control the air volume from idle speed to maximum air volume.
  • the front of the body is closed by a (70) cylindrical closing plug made of aluminium or aluminium-zinc alloy.
  • On the outer part it has (70a) hexagon with (70b) internal threads.
  • the inner part has 70d external threads. This fits into the internal threads of the metering system body.
  • the internal part of the plug is shaped as a (70e) spring lead. In its centre it has a (70b) transfer bore. This bore leads compressed air into the cylinder. From the cylinder, via the transfer bores of the piston, the compressed air is led to the jet.
  • the control needle lets the metered amount of compressed air to the outlet bore.
  • the fuel metering part (see the first part of fig 23) is connected here by (72h) external threads and (75) copper washer seal.
  • the fuel metering part is connected here by (72h) external threads and (75) copper washer seal.
  • the fuel metering part is connected here by (72h) external threads and (75) copper washer seal.
  • At this part there is one of the (72i) compressed air distribution ducts, while the other one is located before the steel or copper jet.
  • the combined system is made of aluminium or aluminium- zinc alloy. In its shape it is the intersection of either two cylinders or one cylinder and one prism, and the parts of the intersection are in right angles to each other.
  • the smaller diameter cylinder or prism part has external threads for connection purposes.
  • the body has the required (72a) hexagon or flattened part.
  • the (72g) fuel volume needle holder and the (74) fuel control needle itself are surrounded by four compressed air ducts, two of them in horizontal and two of them in vertical alignment.
  • the horizontally aligned (72d) ducts are positioned parallel to the needle holder bore so that they connect into the compressed air and fuel mixture tube next to the fuel jet.
  • the (72e) has smaller diameter and located at the bottom. This leads into the air part of the float chamber through the float chamber cover. It is not pointing towards the fuel within the chamber. It may or may not have a deflector tab as well.
  • this air circuit Before the fuel inlet pipe this air circuit has a recirculation line, through the float chamber cover, and this is connected to the fuel control needle - positioned at the bottom part.
  • the cross section of the line is the same as the cross section of the needle holder bore, which ensures equal compressed air pressure within the metering system body.
  • the (72d) has larger diameter and located at the top. This connects to the needle bore before the fuel line.
  • the (79) fuel line connects to the bore after this duct. The flow of the compressed has a depression effect and this sucks the fuel through the fuel line.
  • the jet holder bore has an internal thread and into this thread the (76) fuel jet can be installed.
  • the fuel jet is made of steel or copper and it has external threads.
  • the compressed air and fuel (72) mixture bore In the bore there is a (77) mixture cylinder with positioning tabs or claws. Its diameter is a tight fit into the mixture bore. The tabs or claws cannot interfere with the needle in any of their positions relative to each other.
  • the tabs located after the default position of the needle may be longer than the centre line of the mixture bore.
  • the needle is cylindrical and stepped along its length.
  • the (74a) smaller diameter end matches the internal diameter of the needle connection sleeve.
  • the bigger diameter end matches the needle holder bore.
  • the groove matches the (78b) securing tab.
  • the so installed securing and connecting sleeve connects the compressed air volume control needle to the fuel control needle.
  • the compressed air and fuel mixture system connects to this connection via connection hose or pipe, transfer screw and copper washer seal.
  • connection hose or pipe, transfer screw and copper washer seal In right angles to this part of the body, at the bottom of it, there is the float chamber of the metering system.
  • the cover is a short (73c) cylindrical part with internal threads and with a bead for the (73d) seal washer just after the threaded part.
  • On the top of the cover there is the (73a) internally threaded fuel supply connection.
  • the (73b) transfer bore is connected to the needle valve holder in the bottom of the float chamber.
  • the needle valve holder has an internal thread.
  • the needle valve holder is made of copper.
  • the (80) needle is made of steel, it has an external thread and a copper washer seal. The needle is held in its default closed position by a small return spring. The needle valve is opened by the fuel pressure.
  • the copper or plastic (81) float is held in its position by the (82) copper or steel pin.
  • the cover has the compressed air inlet and outlet connections as well.
  • the float chamber body is connected to the float chamber cover from under.
  • the fuel chamber body is a cylindrical part which is open at the top and closed at the bottom. It is made of aluminium or aluminium-zinc alloy.
  • the upper open end has an (73f) external thread and a copper washer seal and connects to the cover.
  • the bottom closed end has a (73g) hexagon for easy installation.
  • crankshaft bearings are plain friction bearings, the piston rod bearings and the piston pin bearings.
  • the piston rod and piston pin bearings may be traditional roller or pin bearings as well, lubricated by the above described lubrication system by wet-sump spray/splash oiling, with or without an oil pump.
  • the top end of the piston has one or two compression piston rings, one oil-control piston ring and one oil pass-through piston ring. These, as used on two-stroke engines, are secured against rotation. As opposed to the two-stroke engines, there is a new oil-control piston ring at the bottom of the piston skirt. It is not necessary to secure this piston ring against rotation. The purpose of this new piston ring is to seal the crankcase from the exhaust port, thus preventing the oil and oil fumes from getting into the exhaust system.
  • the piston which leaves TDC always performs a combustion (work) stroke. Reaching towards BDC it reaches and opens the exhaust port(s) and starts exhaust stroke. Passing BDC it starts to close exhaust port(s) and finishes exhaust strokes by fully closing the port(s).
  • the piston still before TDC. This fact is independent of the number of the cylinders in the given engine, and independent of the running direction of the crankshaft as well. In case of four, six, or more even number of cylinders, pistons with the same offset (same position) start the combustion (work) stroke together, reach and open exhaust port as moving to BDC together, so that they start the exhaust stroke together as well. After leaving BDC the piston pairs start to close exhaust ports therefore they finish exhaust stroke together.
  • Piston pairs travel to TDC and just before TDC the blow-in of the of the compressed air and the injection of fuel (or the blow-in of the mixture of compressed air and fuel) happens at the same time in both cylinders. Ignition (or self-ignition) happens and the piston pair performs a combustion stroke again: the engine is now started.
  • engines built with spark plugs are controlled by crankshaft position sensor(s), electronic ignition control unit(s), and one ignition coil per spark plug.
  • the engine has multiport fuel injection and metering system with magnetic control for the compressed air.
  • Air-fuel mixture is fed into the combustion chamber by any of the above metering system setups, via blow tubes, anti backfire valves and solenoid valves.
  • the solenoid valve is controlled by the crankshaft position sensor.
  • the metering system with magnetic control (or the combined metering system with magnetic control) and the blow tube and the anti backfire valve are my inventions. Diesel engines are equipped with: glow plugs, blow tubes, anti backfire valves, solenoid valves triggered by crankshaft position sensors, and metering system with magnetic control which supplies the required amount of compressed air.
  • Diesel engines are equipped with: glow plugs, blow tubes, anti backfire valves, solenoid valves triggered by crankshaft position sensors, and combined metering system with magnetic control which supplies the required amount of compressed air.
  • spark-plug or the glow-plug engine layouts may have further fuel supply systems while the compressed air is supplied by the external supercharging system in all cases.
  • the engine has (1) cylinder block, (la) wet or dry oil sump, (21) water or air cooling system, (2) one or more cylinders, (9) exhaust port(s) for each cylinder, (4) crankshaft, (5) piston rod, (7) piston pin. It has plain, ball roller or pin roller bearing for these. In accordance with the used fuel type and the piston rings required by these, it has (6) piston, (8) compression piston ring, (8a) oil control piston ring, (8b) oil pass-through ring.
  • the engine has (3) cylinder head, and in accordance with the used fuel type a (22) combustion chamber within the cylinder head and the necessary amount of (15) spark plug(s) per cylinder (or glow plug(s) in Diesel mode).
  • the engine In both Diesel or spark-plug mode it has (17) blow tube(s), fuel injector head for each cylinder if necessary.
  • the engine is also equipped with oil pump, oil filter, v-belt(s), pulleys, oil seals, crankshaft position sensor(s) and electronic ignition control system, flywheel, water pump, fan in case of air cooling system, metering system with magnetic control for the compressed air or alternatively a combined metering system with magnetic control for mixture of compressed air and fuel.
  • the engine In case of a multipoint fuel injection the engine has an ECU as well. It has an electric fuel pump that can work with the external supercharging system as described in the present invention.
  • the engine can work in the (29) running directions while he engine can also use an alternative fuel supply principle.
  • the engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these.
  • the compressed air is provided by the external supercharging system.
  • the engine type with combustion (work) and exhaust stroke only, together with the external supercharging system is shown m fig. 25, detailed to the necessary level:
  • the engine can work in the directions shown by (29) arrows. It has (1) cylinder block, (9) exhaust port, (10a) anti backfire valve, (15) spark plug, (17) blow tube, (28) fuel injector, (92) fuel line that connects the fuel injector to the electric fuel pump that works at 2-4 MPa (20-40 Bar, 290-580 psi) or more.
  • the (28a) electronic terminal of the fuel injector is connected to the ECU.
  • the (89) external air compressor is either driven by the engine (via v-belt or any other feasible principle) or by electric motor.
  • the external air compressor can produce 2-4 MPa (20-40 Bar, 290-580 psi), it is either air or water cooled, it has a noise insulation if necessary, and it has a disposable air filter element that matches the requirements of the engine itself as well.
  • the compressed (and therefore heated) air is cooled by the (90a) compressed air cooler.
  • the compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve.
  • An air filter and an oil filter may or may not be applied, as necessary in the given application.
  • Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch.
  • a (86) pressure operated electric switch The purpose of this one is already described above.
  • the pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine.
  • the (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor.
  • the engine can work in the (29) marked directions.
  • Fuel is supplied by the (28) fuel injector which - together with the (84) solenoid valve - is connected into the top (inlet) end of the (10a) anti backfire valve.
  • the fuel injector receives fuel at 2-4 MPa (20-40 Bar, 290-580 psi) or more from the (95) electric fuel pump via the (92) fuel line.
  • the fuel has an (28a) electric terminal which is connected to the ECU.
  • Compressed air lines and (91) controlled pressure air lines are shown as well.
  • the starter motor starts to rotate the engine. Before TDC the engine receives the compressed air and the injection of fuel (or the mixture of compressed air and fuel) at the necessary pressure. The engine rotates on and the ignition spark ignites the mixture or the mixture is self-ignited. Combustion (work) stroke is initiated and this is followed by the exhaust stroke: the piston, before TDC, opens the exhaust port(s). The moment of the opening highly depends on the given application. During exhaust stroke the cylinder receives a compressed air blow through the blow tube. This helps scavenging the cylinder. The piston leaves BDC and starts to close the exhaust ports. As it closes the exhaust ports the exhaust stroke is finished. Before TDC the compressed air and the injection of fuel (or the mixture of compressed air and fuel) is fed into the cylinder, the ignition (or self ignition) is repeated, the piston performs a combustion chamber again, and the engine starts.
  • the engine with cylinder, piston and exhaust valve which is engine subtype l.b according to the designation defined in section "Subject of the invention" above.
  • This engine works in combustion and exhaust stroke only and its design is identical to the traditional air- or water-cooled engines. It can have air or water cooling system, either wet-sump or dry-sump lubrication, with oil pump and oil filter.
  • the crankshaft bearings, camshaft bearings, piston rod bearings and piston pin bearings are plain friction bearings.
  • the piston has compression, oil-control and pass-through piston rings.
  • the piston and the combustion chamber are prepared to fit the given type of fuel. In case of spark plug operated engines there is one ignition coil for each spark plug, crankshaft position sensor or electronic ignition controller.
  • Diesel mode there is no spark plug but there is a glow plug.
  • a crankshaft position sensor or an electronic ignition controller In both cases (spark plug or Diesel mode) the compressed air or the mixture of compressed air and fuel is fed into the engine by a metering system with magnetic control or a combined metering system with magnetic control, via blow tube, anti backfire valve and solenoid valve.
  • the solenoid valve is controlled by the crankshaft position sensor.
  • the fuel supply method can be of any principle but the compressed air is supplied by the external supercharging system in all cases.
  • the engine with cylinder, piston and exhaust valve does not have any inlet valves (only exhaust valves).
  • Exhaust valves are controlled by two or four cams per valve on the camshaft.
  • the risk of pistons hitting the valves in case of an engine failure is highly reduced.
  • the cams are symmetric so that the engine can run in both directions. Height of the exhaust cams are ranging from 1/3 the original size to 100% of the traditional size of similar traditional engines in case of two cams per valve. In case of four cams per valve the height can be between 1/3 and 2/3 of the traditional cam sizing.
  • the two-cam camshaft works at 1/2 of the crankshaft RPM, this allows the usage of bearing alloy at the camshaft bearings.
  • the four-cam camshaft works at 1/4 of the crankshaft RPM.
  • the engine type with cylinder, piston and exhaust valve, working in combustion (work) and exhaust stroke only, using an external supercharging system is shown in /; ' g. 26 in its combustion and exhaust stroke position, detailed to the necessary level: the engine has (1) cylinder block, (la) oil sump, (21) liquid cooling system or air cooling system, one or more (2) cylinders, (4) crankshaft, (5) connection rod, (6) piston, (7) piston pin, (8) compression piston ring, (8a) oil control piston ring, (8b) oil pass-through piston ring, (3) cylinder head, (9) exhaust port, (15) spark plug (or glow plug in Diesel mode), multiport fuel injection in some cases, (17) blow tube in all cases, (22) combustion chamber, (13) bi-direction camshaft with two cams per exhaust valve, (10) exhaust valve, (11) valve spring, valve disc, valve retainer, (12) valve lifter, spacers (or any other valve control system with either chain and sprocket or belt drive).
  • the engine has (1) cylinder block, (la
  • the engine has oil pump, oil filter, drive belt(s), pulley(s), crankshaft bearings, oil seals, sensor(s), ignition control unit, flywheel, water pump, fan or turbine in case of air cooling.
  • the engine also has anti backfire valve, compressed air metering system with magnetic control or combined metering system with magnetic control for mixture of compressed air and fuel, and a fuel pump that can work with the external supercharging system.
  • An alternative fuel supply system may be applied.
  • the engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these.
  • the engine can operate in directions marked by (29) arrows.
  • the engine type with cylinder, piston and exhaust valve, working in combustion (work) and exhaust stroke only, together with the external supercharging system is shown n fig. 27, detailed to the necessary level:
  • the engine can work in the directions shown by (29) arrows. It has (1) cylinder block, (9) exhaust port, (10) exhaust valve, (10a) anti backfire valve, (13) camshaft with two cams per exhaust valve, (15) spark plug, (17) blow tube, (28) fuel injector, (92) fuel line that connects the fuel injector to the electric fuel pump that works at 2-4 MPa (20-40 Bar, 290-580 psi) or more.
  • the (28a) electronic terminal of the fuel injector is connected to the ECU.
  • the (89) multi-stage external air compressor is either driven by the engine (via v-belt or any other feasible principle) or by electric motor.
  • the external air compressor can produce 2-4 MPa (20-40 Bar, 290-580 psi), it is either air or water cooled, it has a noise insulation if necessary, and it has a disposable air filter element that matches the requirements of the engine itself as well.
  • the compressed (and therefore heated) air is cooled by the (90a) compressed air cooler.
  • the compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve.
  • Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch.
  • the pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine.
  • the (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor.
  • Compressed air lines and (91) controlled pressure air lines are shown as well.
  • the engine which has cylinder, piston and exhaust valve, works as follows.
  • the starter motor moves the piston towards TDC into the position just before the combustion stroke. It receives the compressed air and the injected fuel, or the mixture of compressed air and fuel. Examples of this action:
  • the fuel injector (timing and duration) is triggered by the ECU.
  • the amount of compressed air is controlled by the metering system with magnetic control via a solenoid valve.
  • the solenoid valve is switched by a crankshaft sensor. This sensor may give an input signal to the ignition system as well.
  • the compressed air with controlled amount and pressure is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the cylinder has a fuel injector and a blow tube
  • the combined metering system with magnetic control.
  • the timing is controlled by a crankshaft position sensor and a solenoid valve. This system may control the ignition as well.
  • the mixture of compressed air and fuel at controlled amount and pressure is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the amount and timing of the fuel are controlled by a Diesel metering system that matches the given engine layout.
  • the amount of the compressed air are controlled by the metering system with magnetic control via a solenoid valve.
  • the timing is controlled by a crankshaft position sensor.
  • the compressed air at controlled pressure is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the mixture of compressed air and fuel is provided by the combined metering system with magnetic control.
  • the timing is controlled by a solenoid valve which is triggered by the crankshaft position sensor. The compressed mixture is then fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and it reaches ignition (or self ignition).
  • the first combustion (work) stroke begins.
  • the piston travels from TDC towards BDC while it performs the combustion (work) stroke.
  • After BDC the exhaust valve(s) are open.
  • the exhaust valve(s) close before TDC and this is the end of the exhaust stroke.
  • the piston reaches the start of the above described cycle again, just before the combustion (work) stroke.
  • the cycle repeats and the engine starts.
  • the required amount of compressed air is provided by the external supercharging system.
  • the starter motor is now turned off.
  • the rotary engine with combustion chamber and rotor which is engine subtype l.c according to the designation defined in section "Subject of the invention" above. It has combustion (work) and exhaust stroke only and it is a modified version of the traditional rotary engine.
  • the engine can be constructed of the materials used to build the traditional rotary engines.
  • the engine can use a wide variety of (alternative) fuels.
  • the pressure of the compressed air can be adjusted therefore the engine works at a variable cubic volume. This means the output power is variable as well.
  • the engine can run in one direction only.
  • the pressure of the compressed air is independent of the engine P .
  • the engine may have any number of chambers (rotors). It has two exhaust ports and one rotor per chamber.
  • Jt has four or six traditional spark plugs per chamber. It has one ignition coil per spark plug.
  • the engine has fuel injectors, blow tubes, anti backfire valves, solenoid valves with crankshaft position sensor (this can be the ignition driver sensor as well).
  • the compressed air or the mixture of compressed air and fuel is controlled by the (combined) metering system with magnetic control.
  • Fuel supply is provided by an electric fuel pump that matches the requirements of the given engine layout. In case of Diesel mode there are two glow plugs per chamber.
  • the engine also has the combined Diesel fuel injector with the anti backfire valve. Fuel is supplied with a feasible Diesel metering system.
  • Amount of compressed air is controlled by an air metering system with magnetic control. This is timed by a crankshaft position sensor.
  • Diesel mode it is more efficient and it is more simple to control the amount of compressed air and fuel mixture by using the combined metering system with magnetic control. This eliminates the need for the Diesel metering system and the Diesel fuel injector.
  • the original Diesel metering system is removed and its place is blanked off by a metal sheet and a gasket.
  • the combined Diesel injector is removed as well. It is replaced by a connection insert, a blow tube, an anti backfire valve and a solenoid valve which is controlled by a crankshaft position sensor.
  • An electric fuel pump matching engine parameters is needed.
  • the compressed air is provided by the external
  • the spark plug engine and the glow plug engine both can be equipped with any other fuel supply system as long as the compressed air is generated by the external
  • FIG. 3 shows the modified version of the rotary engine which, according to the invention, has no inlet port, has no induction and compression strokes (therefore it does not have a "compression ratio" in itself), has no fuel pump on the engine, has no carburettor or single-point fuel injection, neither an ECU for all of these. It has no ignition distributor head, and we can omit the traditional Diesel metering device or the carburettor.
  • the piston In terms of rotary engines, the piston is called a chamber, the rotary piston is called a rotor, the side covers of the chamber are called side housings or covers. Therefore in the present invention I am going to use the same terminology.
  • the cubic volume (cubic capacity) of the engine is not determined by the chamber and rotor size/shape but it is determined by the cubic volume of the combustion chambers (to a larger extent) and by the pre-ignition resistance of the applied fuel (to a smaller extent).
  • the fuel of such an engine may be any kind of alternative fuel if it is modified and used (i.e. in Diesel mode) accordingly.
  • this engine has combustion (work) and exhaust strokes only, therefore it performs six combustion (work) and six exhaust strokes per chamber per rotor revolutions.
  • This means a s/ng/e-chamber rotary engine of the present invention has the same cubic volume and 250% output power compared to a traditional two-chamber rotary engine. Accordingly, to have the same power as a traditional rotary engine, we can now have a new type rotary engine with smaller chamber and rotor sizes (thus smaller weight).
  • this engine is made of the traditional materials used for rotary engines. Its design and parts list is nearly the same as well. Important difference is the lack of intake ports. There are no induction and compression strokes.
  • the chamber on two of its three sides ("flat" stator surfaces), has the following per side: one exhaust port, two or three spark plugs, one blow tube, and one fuel injector if needed. In Diesel mode the two sides have the following (per side): one glow plug, one blow tube and one Diesel injector if needed.
  • the ports may be located on the side covers as well.
  • the ports are on the stator surface, or mixed: the side rotors may be ported to the side covers while middle rotors must be ported to the stator surfaces.
  • an ECU or a crankshaft position sensor In case of spark plug operation there is one ignition coil per spark plug, an ECU or a crankshaft position sensor. In case of Diesel mode there is a glow plug and the ignition control is not needed.
  • the path of the compressed air (or mixture of compressed air and fuel) is through the chambers, blow tubes, anti backfire valves, solenoid valves. Fuel injectors are applied if necessary.
  • the process is controlled by a crankshaft position sensor.
  • the compressed air is controlled by the metering system with magnetic control.
  • the mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. Any other principle may be used, regardless of the fuel type and the fuel supply system, as long as the compressed air is generated by the external supercharging system.
  • fig. 28 shows the rotary engine with its chamber and rotor, in its exhaust and compression stroke.
  • the modified version of the traditional rotary engine may have any number of chambers.
  • the engine may be sized to the given application. To get the same
  • An engine of this invention has (1) cylinder block, (21) water cooling system, one or more (2a) chambers, one (6a) chamber per rotor, three (22) combustion chambers per rotor.
  • the combustion chambers are shaped to fit the given fuel type.
  • the engine also has a (4) crankshaft which is equipped with cogwheels that rotate the rotors.
  • the engine has two (9) exhaust ports per chamber, four or six (15) spark plugs. In Diesel mode it has two glow plugs and two Diesel fuel injectors or alternatively it has two glow plugs, an adaptor insert. It still has a (17) blow tube.
  • the rotor has plain bearings and a ring gear.
  • the rotor rotates so as the (23) apex seals run on the housing wall while the (24) sealing rings run on the side covers.
  • the engine furthermore has side covers, bearings, oil ducts, oil seals, water pump, oil pump, oil filter, electronic oil metering pump, ignition ECU or crankshaft position sensor (or both), v-belt(s) or ribbed belt(s) with pulleys, flywheel, anti backfire valves.
  • the system is equipped with a fuel pump that is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the engine has two fuel injectors per chamber, in accordance with the given engine cycle (combustion and exhaust only). The injectors are controlled by an ECU.
  • the engine In Diesel mode the engine has a Diesel metering system.
  • the engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these.
  • the compressed air is controlled by the metering system with magnetic control or the mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. Any other metering principle may be used as long as the compressed air is provided by the external supercharging system.
  • the engine with rotor and chamber, together with the external supercharging system is shown in// ' g. 29 to the necessary level of details.
  • the engine may work in the directions marked by the (29) arrows. It has (1) cylinder block, one or more (2a) chambers, (21) water cooling system, three (22) combustion chambers per rotor, (23) apex seals, (9) exhaust ports, (10a) anti backfire valves, (15) spark plugs, (17) blow tubes, (28) fuel injectors, (28a) injector terminal for the ECU connection, (92) fuel line.
  • the fuel line connects the fuel injector to the electronic fuel pump capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the (28a) connector is used by the ECU.
  • the compressor is water cooled and noise insulated if necessary.
  • the compressor has a disposable air filter that matches the requirements of the engine itself as well.
  • the compressed (and therefore heated) air is cooled by the (90a) compressed air cooler.
  • the compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw,
  • the two tanks are interconnected via an (87) adjustable air valve.
  • An air filter and an oil filter may or may not be applied, as necessary in the given application.
  • Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch.
  • a (86) pressure operated electric switch The purpose of this one is already described above.
  • the pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine.
  • the (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor.
  • Compressed air lines and (91) controlled pressure air lines are shown as well.
  • the engine according to the invention works as follows.
  • one combustion chamber performs a combustion stroke or just before the position before the combustion stroke, it receives the necessary amount of compressed air and injected fuel (or the mixture of the two).
  • spark plug operated engine if it has two fuel injectors and two blow tubes per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • spark plug operated engine two blow tubes per chamber, anti backfire valve and four or six spark plugs: the required amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The mixture of compressed air and fuel is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • Diesel mode two blow tubes per chamber with anti backfire valve and glow plug: mixture of compressed air and fuel is metered by the metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The mixture of compressed air and fuel is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the rotor goes on and reaches the moment of ignition (or self ignition in Diesel mode).
  • the first combustion (work) stroke begins.
  • the next combustion chamber of the rotor is now turned into pre combustion stage, and the above described cycle begins again.
  • the engine is started.
  • the necessary amount of compressed air is provided by the external supercharging system.
  • the starter motor is turned off.
  • the engine can be constructed of the materials used to build the traditional rotary engines.
  • the engine is water cooled an it can use a wide variety of (alternative) fuels.
  • the pressure of the compressed air can be adjusted therefore the engine works at a variable cubic volume. This means the output power is variable as well.
  • the engine can run in one direction only.
  • the pressure of the compressed air is independent of the engine RPM.
  • the engine also has three or two combustion chambers per rotor, where the chamber is designed to match the given application and fuel type.
  • the rotor(s) are cylindrical and it has a ribbed hub connection.
  • Each rotor has four or three combustion chambers which are designed to match the given engine application and fuel type.
  • the combustion chambers are shaped to increase the efficiency of the combustion stroke.
  • Sealing design (edge sealing or curved ring sealing) is another difference.
  • the edge sealing is applied to the rotor only, located at the trailing edge of the combustion chamber.
  • the curved ring sealing can either be on the piston wall or on the rotor, in an alignment designed to surround the combustion chamber.
  • the round ring sealing may be circular or any other shape that matches the given combustion chamber design, as long as the sealing surrounds and encloses the combustion chamber. If the seal is on the rotor then two round ring seals are required. If the seals are in the cylinder wall then four of them are needed. Seal holder grooves are submerged in the cylinder/rotor surface.
  • the round ring seals are held against the counterpart wall by waved steel sheet pressure rings.
  • the material of the round ring seals can be metal or ceramic.
  • Metallic round rings can have one or more waved pressure rings.
  • the engine has an ignition coil for each spark plug.
  • the engine also has an ignition ECU or a crankshaft position sensor. This sensor can control the solenoid valve as well.
  • the solenoid valve has two output lines and it meters the compressed air or the mixture of compressed air and fuel.
  • This engine has a cylinder block, one cylinder which is or is not replaceable, any number of rotating pistons (rotors), and a crankshaft which matches the hub connection of the rotors and it can be extended to fit any number of pistons.
  • the crankshaft can have bearings at its ends and in between as well. These bearings may be plain, ball roller or needle roller bearings too.
  • crankshaft bearings In case of roller bearings the crankshaft consists of two or more parts which connect together with ribbed axle and hub connection. At these connections additional bearings may be applied with the required lubrication ducts. Oil leak has to be eliminated by suitable crankshaft design.
  • the engine is also equipped with the following: crankshaft bearings; oil seals and rings; edge seals; round ring seals; waved pressure rings for the ring seals (or any other method); two side covers; dry sump lubrication system with an oil pump; oil filter; an electronic oil metering pump for the lubrication of the rotor; water pump; ignition ECU; crankshaft position sensor; spark plugs with one ignition coil per plugs; Diesel glow plugs; Diesel fuel metering system with Diesel fuel injectors; metering system with magnetic control or combined metering system with magnetic control; an electric fuel pump that can is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application; flywheel;
  • the air and fuel supply can be provided by either compressed air and fuel injection, or mixture of compressed air and fuel or any other system for compressed air and fuel, as long as the compressed air is provided by the external supercharging system.
  • the engine does not have an inlet port, it has no induction and compression stroke, therefore it has no "compression ratio" by itself. It has no carburettor, neither a single-point injection system or its ECU, and has no ignition distributor. According to the invention the engine is made of the same materials as a traditional internal combustion engine.
  • the cubic volume (capacity) of the engine is not defined by the size of the cylinder or the rotating piston (rotor).
  • the output power is also affected by the cylinder diameter, the rotor height, and the design of the combustion chambers.
  • Combustion chambers flushed into the rotor are currently designed to have their bottom end towards the rotation, while the opening of the combustion chamber points in the opposite direction.
  • the width, length, depths and the overall shape of the combustion chamber depend on the given fuel type, the optimal combustion stroke and the cubic volume of the engine. This is true for the combustion chambers in the rotor and in the cylinder (stator) as well.
  • the total cubic volume affects the required output power.
  • the combustion chamber design has to fit the most possible fuel types and the best efficiency of the combustion stroke.
  • An efficient combustion stroke has high combustion pressure which produces large amount of rotational force through the rotor, while the engine can use any kind of available (or future) fuel.
  • the engine with one cylinder and four combustion chambers per rotor has combustion (work) stroke and scavenging only. It performs eight combustion (work) stroke and eight scavenging phase per rotor per revolution.
  • the rotor has four combustion chambers, set at 90° to each other. The combustion chambers are designed to match the given fuel type.
  • the stator has two combustion chambers only, 180° from each other. Two of the four combustion chambers on the rotor are 180° from each other, and this pair aligns with the two smaller combustion chambers of the cylinder (stator).
  • the purpose of the stator combustion chambers is to accommodate for the spark plugs, blow tubes and fuel injectors (if necessary). These have to be sized, angled and aligned to match optimum combustion.
  • the blown compressed air, the injected fuel, or the mixture of the two has to be directed to increase the torque of the rotor by the blow effect itself.
  • the combustion chamber is sized, positioned and aligned to help increase the efficiency of the combustion, increase the output torque, and allow for the use of as many existing or future fuel type as possible.
  • the cylinder block has two exhaust ports and two bores with internal threads for the compressed air connections. The exhaust ports are located close to the combustion chambers, before them (in terms of rotational direction). Before these (in terms of rotational direction) there are bores for the compressed air. The bores have internal thread and they are positioned and pointed to help optimal scavenging effect. Anti backfire valves with their external threads are connected into these bores.
  • the engine with one cylinder and three combustion chambers per rotor has combustion (work) stroke and scavenging phase only. This engine performs nine combustion stroke and nine scavenging phase per rotor per revolution.
  • the rotor has three combustion chambers located 120° from each other, designed to help increase efficiency and to match the given fuel type. These three combustion chambers of the rotor are aligned to the three combustion chambers of the cylinder (stator).
  • the combustion chambers of the stator are as small as possible.
  • the purpose of the stator combustion chambers is to accommodate for the spark plugs, blow tubes and fuel injectors (if necessary). These have to be sized, angled and aligned to match optimum combustion.
  • the blown compressed air, the injected fuel, or the mixture of the two has to be directed to increase the torque of the rotor by the blow effect itself.
  • the combustion chamber is sized, positioned and aligned to help increase the efficiency of the combustion, increase the output torque, and allow for the use of as many existing or future fuel type as possible.
  • the three combustion chambers of the stator are located at 120° from each other.
  • the cylinder block has three exhaust ports and three bores with internal threads for the compressed air connections.
  • the exhaust ports are located close to the combustion chambers, just before them (in terms of rotational direction). Before these (again, in terms of rotational direction) there are bores for the compressed air.
  • the bores have internal thread and they are positioned and pointed to help optimal scavenging effect.
  • Anti backfire valves with their external threads are connected into these bores. As the rotor (with its combustion chambers) reaches these air bores, compressed air is blown into the combustion chambers to help scavenging the exhaust gases after the completed combustion stroke. This happens at the same time in three combustion chambers 120° from each other. The scavenging air, when blown into the combustion chamber, slightly increases rotor torque (to a small extent).
  • the engine with one cylinder and three or four combustion chambers per rotor has no intake port, it does not perform induction and compression stroke, therefore it has no "compression ratio" by itself.
  • Output power of the traditional engines is therefore available with less cubic volume, with smaller size, weight and friction loss. Production and operation of these engines cost less and is more environment-friendly.
  • the rotor combustion chambers are sealed towards both sides of the rotor by seal rings located at the edge of the rotor circumference, in a groove flushed into rotor surface. Seals are held against the cylinder surface to perform a perfect seal effect.
  • edge seals can be metal or ceramic or any other feasible material. Edge seals are held against the stator wall by the spring preload effect of a waved steel lining which matches the width and length of the edge seal. Edge seals are held against the stator wall by the centrifugal force of the rotor as well. Any other principle may be used: as used in rotary engines or as in any other feasible method.
  • Another method of sealing the rotors is as follows. There are two ring seals on each side of the rotor (facing the side covers). The edge seals are now in the full width of the rotor surface, while the side sealing ring grooves are flushed into the side of the rotor and these touch the bottom of the edge seal grooves. The smaller diameter ring groove is near the larger one (described above), the distance between them is no more than one ring width. In case of more than one rotors, between the rotors there are two rings only. Since rotors are installed on the crankshaft and secured against axial or radial movement, there is no friction between the adjacent rotors.
  • Seals are held against the side covers or against the adjacent rotors by the preload spring effect of properly sized and waved steel rings.
  • Edge seals now close the full width of the rotor.
  • the side covers close the engine block itself, including coolant circulating ducts. They have the crankshaft bearing and oil seal holders as well.
  • the distance between the rotors is no more than 1 to 2 mm.
  • Axial position is secured by snap rings.
  • the rotors and the side covers have a central flushing in their side wall at the centre hub to accommodate the snap rings. This provides the sufficient spacing between the rotors.
  • Lubrication of the rotors is similar to the rotor lubrication of the rotary (Wankel) engines: it is provided by an electronic oil metering pump.
  • the plain, ball roller or needle roller bearings are lubricated by a dry-sump lubrication system with oil pump. Oil leakage from bearing holders and oil seal holders can be reduced by applying one oil seal or two labyrinth rings at both sides of the crankshaft bearings. These are enclosed by the bearing / seal holder and the crankshaft itself.
  • the spark plug operated engine is equipped with ignition ECU or crankshaft position sensor. In both cases there is one ignition coil for each spark plug. If the fuel is supplied by traditional fuel injectors, all combustion chambers on the stator (cylinder) have a blow tube together with the anti backfire valve. Compressed air is metered by the metering system with magnetic control and the solenoid valve which has two output lines. This solenoid valve is controlled by the crankshaft position sensor which can be the same as the one used for ignition control.
  • the solenoid valve with two output lines is controlled by the crankshaft position sensor which can be the same as the one used for ignition control.
  • the engine works as follows.
  • the starter motor is turned on.
  • the rotor(s) with three or four combustion chambers per rotor turn around their common axis.
  • Combustion chambers in the rotor reach two or three combustion chambers in the cylinder (stator). Necessary amount of compressed air and fuel is fed into the combustion chambers and the ignition happens. The first combustion stroke is initiated. This turns the rotor and the next set of combustion chambers to the compressed air inlets. Combustion chambers receive an air blow which helps the scavenging effect. The rotor is further turned and the combustion chambers are now aligned with the exhaust ports. Scavenging happens, helped by the compressed air. The rotor combustion chambers turn towards the stator combustion chambers. The above mentioned cycle is being started again, and the engine starts. In case of more than one rotors the full 360° of the cycle is divided by the number of the rotors.
  • the cylinder and engine block design depends on this result, so that it gives smoother engine run and more torque.
  • the rotor has a ribbed or other connection at its hub.
  • the crankshaft can be extended. It may have bearings not only at its end but in between as well. These bearings can be plain, ball roller or needle roller bearings.
  • the crankshaft may be built of more parts which connect together with ribbed shaft and hub. At this connection there can be a bearing as well.
  • the bearings have their lubrication and the bearing holders are designed to avoid oil loss.
  • the engine is shown in fig. 30-33 in its combustion (work) stroke, while in//g. 30 the engine performs the scavenging.
  • Fig. 31 and fig. 34 shows a (24a) different combustion chamber design.
  • the engine has (1) cylinder block and (2) cylinder which can or cannot be removed.
  • the crankshaft is connected to any number of rotors with ribbed shaft, wedge, key, locking pin, or any other feasible method.
  • the design of the crankshaft matches engine requirements.
  • the length of the crankshaft can be increased by connecting ribbed (or any other feasible) adaptors.
  • the (4a) crankshaft can have further bearings at its interconnections.
  • the crankshaft is connected to the (6b) rotor with ribbed shaft and hub, wedge, key, locking pin, etc.
  • the cylinder block and the cylinder has the following: two (9) exhaust ports, (22) combustion chamber, (15) spark plug or glow plug in Diesel mode, (17) blow tube in all cases, (28) fuel or Diesel fuel injector.
  • the engine also has (16) snap ring(s), (23) edge seal, (24) seal ring, (25) side cover, (25) crankshaft oil seal, (27) crankshaft bearing, drive belts and pulleys, flywheel, ball roller bearings or needle roller bearings or plain bearings, dry sump lubrication system with oil pump and oil filter.
  • the rotor is lubricated by an electronic oil metering pump.
  • the engine also has water pump, anti backfire valve, solenoid valve, alternator, starter motor, compressed air metering system with magnetic control or combined air metering system with magnetic control.
  • the engine is equipped with a crankshaft position sensor.
  • the engine has all its necessary gaskets and seals, nuts and bolts, washers, steel spacer washers. There are waved steel inserts for the edge seals and the sealing rings which hold them against their matching surface with spring preload effect.
  • the round seal ring can be replaced by any known principle as long as it perfectly insulates the combustion chamber.
  • the engine has an external supercharging system in all cases.
  • the engine has (21) water cooling system and it an run in the direction marked by the (29) arrow.
  • fig. 32-35 show the engine together with the external supercharging system, to the necessary level of details.
  • the engine has the following parts. (1) Engine block; (9) exhaust port; (9a) compressed air inlet for helping a quick and efficient scavenging; (15) spark plug; (17) blow tube; (28) fuel injector; (92) fuel line that connects the fuel injector to the (95) electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the (89) multi-stage compressor is either driven from the engine via v-belt and pulleys or by any other method, or alternatively by an electric motor.
  • the compressor is air or water cooled and it is noise insulated if this is required.
  • the compressor is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • the compressor has a disposable air filter that matches the requirements of the engine itself as well.
  • the compressed (and therefore heated) air is cooled by the (90a) compressed air cooler.
  • the compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw,
  • the two tanks are interconnected via an (87) adjustable air valve.
  • An air filter and an oil filter may or may not be applied, as necessary in the given application.
  • Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch.
  • the pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine.
  • the (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor.
  • Compressed air lines and (91) controlled pressure air lines are shown as well.
  • Next part of the invention is the traditional two-stroke engine converted to new type of internal combustion engine.
  • This is engine subtype 2. a according to the definition used in section "Subject of the invention" above.
  • the engine works with an external supercharging system and performs combustion and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM.
  • the engine has an electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more.
  • each cylinder has its glow plug, traditional or combined Diesel fuel injector and the crankshaft position sensor which controls it, and metering system with magnetic control or combined metering system with magnetic control.
  • the fuel system of the spark plug mode and Diesel mode engines can be based on any other principle not described here, as long as the necessary compressed air is supplied by an external supercharging system.
  • the engine is still an internal combustion engine, it can run in either directions and its cooling system is unchanged as well.
  • the engine has no intake nor transfer ports.
  • Timing disc is not needed anymore.
  • a combustion (work) stroke is performed, similarly to the traditional engine. Travelling towards BDC the piston reaches the exhaust port(s) and opens them, starting the exhaust stroke. The exhaust stroke is finished when the piston leaves BDC, starts to move to TDC and closes the exhaust ports. This fact is always the same, regardless of the number of cylinders. If the engine has two or more even number of cylinders, pistons with the same crankshaft offset are beginning their combustion stroke at the same time, leaving TDC. Moving towards BDC they open the exhaust ports at the same time and they start the exhaust stroke together too. To increase the efficiency of scavenging, pure compressed air (without fuel this time) is fed into the cylinder.
  • the compressed air line which helps scavenging is directly connected between the starter air tank and the solenoid valve.
  • the solenoid valve has two inputs. Line that helps scavenging is connected to one of the inputs. Compressed air or compressed air and fuel mixture is connected to the other input. Both inputs are controlled by a crankshaft position sensor. At exhaust stroke the sensor triggers the pure compressed air circuit, thus helps increase the efficiency of the scavenging. The sensor also triggers the other circuit which feeds compressed air or mixture of compressed air and fuel into the combustion chamber.
  • the converted engines with two or more cylinders have to be further modified.
  • the intermediate crankcase walls between the cylinders have to be opened. Only two oil seals are unchanged, at the ends of the crankshaft.
  • the labyrinth ring has to be replaced with an oil seal.
  • the discs have to be removed.
  • the intermediate crankcase walls are opened: openings are cut on the walls. It is important to prepare openings at the very bottom of the walls as well, in the largest possible size. In mass production a new oil sump may be designed for this purpose.
  • the engine can be converted, similarly to the four-stroke engines, to dry or wet sump lubrication system with oil pump and oil spraying (or oil sprinkle only) which matches the required RPM range.
  • carburettor or single-point fuel injector with its ECU traditional diesel fuel injector; traditional diesel fuel metering system (depending on the given application).
  • New fuel pump is installed which is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application.
  • Compressed air is supplied by an external supercharging system. Compressed air is metered by the metering system with magnetic control, while the mixture of compressed air and fuel is metered by the combined metering system with magnetic control. Any other fuelling system may be used together with the blow tube, anti backfire valve, solenoid valve and its trigger sensor.
  • traditional or combined spark plug is used. In all cases, there is one ignition coil for each spark plug which is triggered by either a crankshaft position sensor or by an ECU.
  • Diesel mode if the existing Diesel metering pump is being kept, it has to be modified to match the new engine cycle (combustion and exhaust strokes only).
  • Traditional Diesel fuel injectors are removed and combined Diesel fuel injectors and anti backfire valves are installed. This connects to the solenoid valve which controls the feed of compressed air.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the accelerator pedal controls the fuel quantity as in the traditional engine setup.
  • the amount of compressed air is controlled by the accelerator cable or any other technical solution, via the metering system with magnetic control.
  • the combined metering system with magnetic control is part of the present invention.
  • the original Diesel fuel injector and Diesel metering pump are removed from the engine.
  • the place of the pump is perfectly sealed and blanked off.
  • an adaptor insert is installed in the bore of the Diesel fuel injector.
  • the blow tube Into the adapter the blow tube, the anti backfire valve, and upon these the solenoid valve are installed.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the engine can run in both directions. If necessary, the starter motor, its clutch, pinion, and the connection of these to the flywheel rim gear are all to be modified accordingly. Cooling system and exhaust system may have to be modified as well, depending on the given application. Special cases are the water pump which works less efficiently in the reverse direction. If the cooling fan is not an electric one then this one is going to work in reverse direction as well (suck instead of blow).
  • the engine works as follows.
  • the starter motor is turned on.
  • the piston reaches the position just before TDC and the cylinder receives the necessary amount of compressed air and injected fuel (or the mixture of the two).
  • the exact principle of the fuelling depends on the given application, such as:
  • spark plug operated engine if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • compressed air-fuel mixture is controlled by the combined metering system with magnetic control.
  • the timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well).
  • the compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • compressed air and fuel mixture is metered by the metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins.
  • the piston travels from TDC to BDC and reaches the exhaust port. This means the end of the combustion stroke and the beginning of the exhaust stroke.
  • the exhaust stroke is finished when the piston starts to return from BDC to TDC and closes the exhaust port totally.
  • the scavenging effect may be improved by feeding pure compressed air into the cylinder.
  • the piston After the exhaust stroke the piston reaches TDC and the cycle is repeated.
  • the engine now runs on its own.
  • the compressed air is provided by the external supercharging system and the starter motor is turned off.
  • Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], converted to new type of internal combustion engine with double cubic volume and triple rated power as compared to the original engine.
  • the engine works with an external supercharging system and performs combustion and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM. The engine can run in either directions.
  • the engine now has exhaust port and valve only. There can be more than one exhaust ports and valves per combustion chamber.
  • the timing of the exhaust valve is controlled by a camshaft which has two or four cams per exhaust valve.
  • the cams have a symmetric profile.
  • the engine is also equipped with the following: a fuel pump that matches the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the compressed air is controlled by the metering system with magnetic control, or alternatively the mixture of compressed air and fuel is controlled by the combined metering system with magnetic control.
  • Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that is modified for engine cycle of combustion and exhaust stroke only; blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump.
  • spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases.
  • the engine is still an internal combustion engine.
  • the cooling system is not altered. All intake ports of the engine are now closed and blanked off, intake valves are not used (i.e. opened) any more. Alternatively, intake valves may be used as exhaust valves from now on.
  • the engine has no induction and compression stroke, therefore it has no "compression ratio" by itself. Intake valves do not work as intake valves anymore.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system and an ECU for this, nor ignition distributor.
  • the converted engine always performs a combustion (work) stroke when the piston leaves TDC, and always performs an exhaust stroke when the piston leaves BDC.
  • This fact is independent of the number of cylinders in the engine.
  • the engine now performs one combustion (work) stroke per revolution per cylinder.
  • pistons with the same crankshaft offset start their combustion stroke together (after TDC), and start their exhaust stroke together (after BDC).
  • TDC combustion stroke together
  • BDC start their exhaust stroke together
  • the bore and the stroke of the engine remains unchanged however there is a variety of exhaust valve timing principles and engine conversion methods.
  • an inline four cylinder engine with one exhaust and one intake valve per cylinder to make use of the now redundant intake ports and valves, these can be used as exhaust ports and valves.
  • the camshaft is replaced with a new camshaft which is part of the present invention.
  • the new camshaft - as of the example - operates two exhaust valves per cylinder and has four cams per exhaust valves and the cams have symmetric profiles.
  • the camshaft with four cams per exhaust valves has 1/2 valve lift on each of its cams, compared to the original camshaft. Size differences between (former) intake and exhaust valves are now not considered.
  • the former intake valves may be replaced with new valves made of materials that match the requirements of an exhaust valve.
  • the camshaft revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly.
  • the new camshaft as per its main sizes, is interchangeable with the original one.
  • the new camshaft allows the engine to run in either directions. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.
  • Valve timing chain or belt tension methods due to the variable running direction the following have to be considered and modified if necessary.
  • starter motor and its pinion and the connection between the pinion and the flywheel rim gear water pump efficiency (in reverse rotation); at mechanical cooling fans the air flow is reverse as well.
  • the cams in case of the camshaft with four cams per exhaust valve, the cams have to be set to control (open/close) all the valves of a given cylinder together at the same time. Also, in case of more than two even number of cylinders, all valves of the together moving piston pairs have to be controlled in the same manner. For example, at a four cylinder inline engine the pistons of cylinder #1 and #4 are moving together, exhaust valves of both cylinders start to open together, just after BDC and are closed, again together, before TDC. The same is true for cylinders #2 and #3 in the given example. The engine in the given example performs four combustion (work) strokes per crankshaft revolutions. Again, in case of engines with odd number of cylinders, the same principles shall be applied.
  • the inlet manifold of the engine has to be removed and exhaust collector pipes are connected instead.
  • a new exhaust system is to be installed, with the same parameters as the existing exhaust system.
  • the cooling system is to be upgraded to the necessary level (by applying a larger radiator, larger fan, improved water pump or fan motor, etc).
  • engine mounted ignition distributor mechanical fuel pump
  • carburettor or single-point injection system and its ECU the traditional spark plugs.
  • Diesel mode the traditional Diesel metering pump is not needed anymore.
  • the original place of these parts have to be properly sealed and blanked off.
  • a new electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, depending on the given application, is installed.
  • Fuel supply can be provided by the metering system with magnetic control or by the combined metering system with magnetic control.
  • the fuelling itself can be set up depending on the layout of the original engine (to be converted), such as:
  • Spark plug operated engine if it has one fuel injector and one traditional spark plug, the spark plug is replaced with a combined spark plug.
  • One ignition coil is applied to each spark plug and one anti backfire valve.
  • the compressed air is fed into the anti backfire valve through the metering system with magnetic control and the solenoid valve.
  • the solenoid valve is triggered by the crankshaft position sensor. Ignition can be controlled by the existing ignition ECU or by the crankshaft position sensor.
  • Spark plug operated engine if it has a carburettor or a single-point injection system.
  • the carburettor (or the single-point injection system) is removed, together with the intake manifold.
  • the traditional spark plug is replaced with a combined spark plug.
  • Each spark plug has its own ignition coil and anti backfire valve.
  • the mixture of the compressed air and fuel is fed into the anti backfire valve through the combined metering system with magnetic control and the solenoid valve.
  • the solenoid valve is triggered by the crankshaft sensor.
  • the ignition can be controlled by its own ignition ECU or by the crankshaft sensor.
  • the accelerator pedal (and cable) has multiple purposes because it controls not only the fuel (metered by the Diesel pump) but the amount of compressed air as well, via the metering system with magnetic control.
  • any other fuelling system may be used for engines with combustion and exhaust strokes only.
  • the cubic volume of the engine is now double and the output power is triple, compared to the original engine. After the conversion the expectable lifespan of the engine should remain the same or longer than before.
  • the following kind of camshaft may be used as well.
  • the original engine is a four-cylinder inline engine with one exhaust and one intake valve per cylinder.
  • Camshaft bearings are plain bearings.
  • the new (replacement) camshaft has the same installation dimensions and it is interchangeable with the original one.
  • This camshaft operates the exhaust valves only: according to the invention one exhaust valve is operated per cylinder, with two cams per exhaust valve.
  • Cam profiles are symmetric.
  • the valve lift is the same as the valve lift of the original camshaft.
  • On the replacement camshaft there are no intake cams and there is no pinion or other drive for the fuel pump and/or the ignition distributor. Valves of the pistons at the same position are operated at the same timing.
  • valves of cylinders #1 and #4 start to open when these pistons leave BDC, and they are closed when pistons approach TDC.
  • the camshaft is interchangeable with the original one.
  • the drive ratio of the camshaft is the same as before.
  • the engine can work in any directions.
  • Camshaft timing chain or belt adjusters have to be modified accordingly.
  • Starter motor, its pinion and clutch, and their connection to the flywheel rim gear have to be revised.
  • the water pump works at lower performance when driven in the opposite direction.
  • the cooling fan in case of a mechanical drive, turns in the opposite direction, therefore it is going to suck instead of blow.
  • the converted engine of the example performs four combustion strokes per crankshaft revolutions.
  • Engines with odd number of cylinders can be designed based on the principles above. Using this camshaft, all intake ports of the engine are to be closed and blanked off. Intake valves are not operated. The engine has no induction and compression stroke, it has no compression ratio by itself.
  • the ignition distributor, mechanical fuel pump, carburettor or single-point injection system and its ECU are made redundant. Their original place can be sealed and blanked off. The original exhaust system is to be modified (extended) to the required level, or it can be replaced with a larger one.
  • the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, the following happens.
  • spark plug operated engine if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • compressed air and fuel is controlled by the combined metering system with magnetic control.
  • the timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well).
  • the compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins.
  • the piston moves towards BDC and reaches the position when exhaust valve is opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished.
  • the piston is before TDC again and the above described cycle is repeated.
  • the engine is started.
  • the compressed air is provided by the external supercharging system.
  • the starter motor is turned off.
  • Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], converted to new type of internal combustion engine 1/3 less cubic volume and nearly the same rated power as compared to the original engine.
  • the engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM.
  • the intake ports and valves of the original engine now function as exhaust ports and valves.
  • the timing of the exhaust valve is controlled by a camshaft which four cams per exhaust valve.
  • the cams have a symmetric profile.
  • the engine can run in either directions and it is still an internal combustion engine.
  • the engine is also equipped with the following: a fuel pump that is capable of 2- 4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control.
  • Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump.
  • spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases.
  • the engine has no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system and an ECU for this, nor ignition distributor.
  • the converted engine always performs a combustion (work) stroke when the piston leaves TDC, and always performs an exhaust stroke when the piston leaves BDC.
  • This fact is independent of the number of cylinders in the engine.
  • the engine now performs one combustion (work) stroke per revolution per cylinder.
  • pistons with the same crankshaft offset start their combustion stroke together (after TDC), and start their exhaust stroke together (after BDC).
  • TDC combustion stroke together
  • BDC start their exhaust stroke together
  • the converted engine has the same cylinder bore and stroke compared to the original engine, while the cubic volume is reduced by 1/3. This is achieved by reducing the combustion chamber volume by 2/3. This is made possible by the various combustion chamber inlays or by combined adaptors or by pre-chambers with reduced volume. These are available in various designs and are covered by the invention.
  • combustion chamber inlays are applied to the engine as necessary. These are either bolted to the unused intake valves, or to the combustion chamber of the cylinder head, or to both of these, or alternatively to the piston top.
  • the inlays are secured with special care for the engine operation and the coolant ducts. The cubic volume and therefore the output power can be reduced by this method.
  • the combined adaptor can be installed in the place of the Diesel fuel injector. This is a quick solution to reduce combustion chamber volume of small and middle sized Diesel engines.
  • the pre chamber with reduced size is interchangeable with (and can be installed in the place of) the original pre- chamber of all sizes of Diesel engines.
  • the intake valves now work as exhaust valves.
  • the camshaft has no pinion or other drive for mechanical fuel pump or ignition distributor.
  • the four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders.
  • the engine may have pistons that travel together (at the same offset) and there may be more exhaust valves (including the former intake valves) per cylinder.
  • the operation of these valves are synchronized by the cam alignment.
  • exhaust valves of cylinders #1 and #4 open together as pistons leave BDC and close together before pistons reach TDC. The same is true for cylinders #2 and #3.
  • the above described camshaft revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly.
  • the new camshaft as per its main sizes, is interchangeable with the original one.
  • the new camshaft allows the engine to run in either directions. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.
  • Valve timing chain or belt tension methods starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.
  • the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself.
  • the distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off. Since the former intake valves work as exhaust valves, the intake ports become exhaust ports. These have to be connected to the exhaust system.
  • the cooling system and the exhaust system can be modified if necessary. According to the cooling mode and the cubic volume, the engine can work with reduced size of any of the following: cooling fan/turbine, cooler motor, radiator, water pump, water pump turbine fin.
  • the exhaust system can be modified to or replaced with a matching one. New fuel pump is installed which is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application.
  • the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only.
  • the traditional spark plugs are replaced with combined spark plugs.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the ignition is controlled by the existing ECU which is modified to fit the
  • the ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well.
  • the metering system can be of any other kind as long as the compressed air is provided by an external supercharging system.
  • the modified Diesel metering pump On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as my invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only.
  • the original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well.
  • Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system.
  • the throttle pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control.
  • Diesel metering pump and the Diesel fuel injectors are redundant and can be removed.
  • the place of the pump is sealed and blanked off.
  • the Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert.
  • Blow tubes, anti backfire valves and solenoid valves are installed as well.
  • the solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control.
  • the compressed air is provided by an external supercharging system.
  • the converted engines have the same or longer expected lifetime while the output power is the same as before, with an 1/3 smaller cubic volume and 1/3 less fuel consumption pro 100 km's.
  • the alternator, the cooling system, the exhaust system, the starter motor and flywheel rim gear can be modified as necessary, i.e. a low power alternator, a smaller radiator, smaller cooling fan and motor, smaller exhaust system that matches the smaller cubic volume, smaller starter motor may be used.
  • the engine can run in either direction which requires further modifications already detailed.
  • the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:
  • spark plug operated engine if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • the amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control.
  • the timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well).
  • the compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • Diesel mode one glow PIUR, one adaptor insert or combined adaptor insert per compression chamber: compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins.
  • the piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated.
  • the engine is started.
  • the compressed air is provided by the external supercharging system.
  • the starter motor is turned off.
  • Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], where the number of cylinders is a multiple of three, converted to new type of internal combustion engine.
  • the number of cylinders is any multiple of three (i.e. three, six, nine, etc).
  • After the conversion 1/3 of the cylinders operate i.e. 1 of 3, 2 of 6, 3 of 9, and so on).
  • the engine may use the original crankshaft.
  • the two cylinders with the same crankshaft offset are to be used, along with the new camshaft with four symmetrical cams per exhaust valve.
  • a new crankshaft may be used.
  • the two working cylinders can have 180° offset compared to each other.
  • the engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM.
  • the intake ports and valves of the original engine now function as exhaust ports and valves.
  • the timing of the exhaust valve is controlled by a camshaft which four cams per exhaust valve.
  • the cams have a symmetric profile and valve lift is half of the original valve lift.
  • the converted engine has 1/3 less cubic volume and equal output power compared to the original engine.
  • the engine can run in either directions and it is still an internal combustion engine.
  • the expected lifetime is triple of the original.
  • the cooling system remains unaltered.
  • the engine is equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control.
  • Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump.
  • spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases.
  • the piston is removed together with the piston rings, piston pin, connection rod, connection rod bearings. Oiling ducts of the crankshaft have to be blanked off at the connection rod bearings of the removed pistons.
  • Not used exhaust and intake ports have to be blanked off at the non used cylinders. All moving parts in the valve control are to be removed (valve rockers, valve pushrods, etc). Camshaft cams are redundant as well, for the non used cylinders. At the operating cylinders, the former inlet valves and ports are now exhaust valves and ports, therefore these ports are connected to the exhaust system.
  • the engine has no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system nor an ECU for this, nor an ignition distributor.
  • the converted engine with three, six etc. number of cylinders works as follows. Any piston moving from TDC to BDC always perform a combustion (work) stroke, and any piston moving from BDC to TDC always perform an exhaust stroke. This fact is independent of the number of pistons and the direction of rotation.
  • the engine performs one combustion and one exhaust stroke per cylinder per crankshaft revolution.
  • the cylinder bore and stroke of the original engine is unaltered.
  • the cubic volume is decreased by 1/3 and this is achieved by reducing the number of working cylinders in the engine.
  • the three-cylinder engine has one working cylinder only.
  • the six-cylinder engine has two working cylinders only. By the number of cylinders omitted this looks like a 2/3 decrease but using the external supercharging system allows the engine perform a working combustion stroke in half turn of the crankshaft, while during the other half turn it performs the exhaust stroke and near TDC it receives the compressed air and the fuel or the mixture of these two, and by receiving the ignition (or self ignition) the cycle is repeated.
  • new camshaft has to be installed which matches the requirements of an engine with combustion (work) and exhaust stroke only.
  • the camshaft is interchangeable with the original one, is made of the same material and has the same installation dimensions. Different is the cam design.
  • the cam profiles are symmetric.
  • Valve lift is half of the original valve lift.
  • the camshaft has no pinion or other drive for mechanical fuel pump or ignition distributor.
  • the four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders.
  • the engine may have pistons that travel together (at the same offset). The operation of these valves are synchronized by the cam alignment.
  • the above described can run in either directions and it revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly.
  • the new camshaft as per its main sizes, is interchangeable with the original one. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.
  • Valve timing chain or belt tension methods starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.
  • the engine has more than one cylinders and the engine run is required to be smoother (thus the torque to be bigger), besides the new camshaft a new crankshaft has to be installed as well.
  • the new crankshaft has the same installation dimensions as the original one, therefore they are interchangeable, with the exception of the piston rod bearing offset.
  • the piston rod bearing offset of the working cylinders is going to be 180° to each other. This means while one piston is at TDC the other one is at BDC and the engine performs one combustion stroke in each half rotation of the crankshaft while the engine can run in any direction.
  • the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself.
  • the distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off.
  • New fuel pump is installed which is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application.
  • the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only.
  • the traditional spark plugs are replaced with combined spark plugs.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the ignition is controlled by the existing ECU which is modified to fit the
  • the ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well.
  • the modified Diesel metering pump On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as covered by invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only.
  • the original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well.
  • Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system.
  • the throttle pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control.
  • Diesel metering pump and the Diesel fuel injectors are redundant and can be removed.
  • the place of the pump is sealed and blanked off.
  • the Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert.
  • Blow tubes, anti backfire valves and solenoid valves are installed as well.
  • the solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control.
  • the compressed air is provided by an external supercharging system.
  • the converted engines have triple expected lifetime while the output power is the same as before, with an 1/3 smaller cubic volume and 1/3 less fuel consumption pro 100 km's.
  • the alternator, the cooling system, the exhaust system, the starter motor and flywheel rim gear can be modified as necessary, i.e. a low power alternator, a smaller radiator, smaller cooling fan and motor, smaller exhaust system that matches the smaller cubic volume, smaller starter motor may be used.
  • the engine can run in either direction which requires further modifications already detailed.
  • the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:
  • spark plug operated engine if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • the amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control.
  • the timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well).
  • the compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • Diesel mode, one glow plug, one adaptor insert or combined adaptor insert per compression chamber compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins.
  • the piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated.
  • the engine is started.
  • the compressed air is provided by the external supercharging system.
  • the starter motor is turned off.
  • Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], where the number of cylinders is not a multiple of three, converted to new type of internal combustion engine.
  • the number of cylinders is not a multiple of three, and the number of cylinders is not five.
  • the two- cylinder engine has one working cylinder
  • the four-cylinder engine has two working cylinders
  • the eight-cylinder engine has four working cylinder.
  • the same principle can be applied to engines with more cylinders, in case the number of cylinder is not a multiple of three.
  • the engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes, even while the engine runs. Any piston leaving TDC performs a combustion stroke and any piston leaving BDC performs an exhaust stroke, and this is independent of the direction of the rotation and of the number of cylinders.
  • the engine performs one combustion (work) and one exhaust stroke per cylinder per crankshaft revolution.
  • the pressure of the compressed air that is fed into the working cylinders is always optimal for any given engine PM.
  • Working cylinders have one or more exhaust valves and ports per cylinder and they have no intake valves and ports. The former intake valves and ports can be used as exhaust valves and ports. In this case the timing of the exhaust valves is controlled by a camshaft which four cams per exhaust valve.
  • the cams have a symmetric profile and valve lift is half of the original valve lift.
  • the converted engine has the same cubic volume and twice the output power as compared to the original engine.
  • the engine can run in either directions and it is still an internal combustion engine.
  • the expected lifetime is triple of the original.
  • the cooling system remains unaltered.
  • the engine is equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control.
  • Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application.
  • spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases.
  • the piston is removed together with the piston rings, piston pin, connection rod, connection rod bearings.
  • Oiling ducts of the crankshaft have to be blanked off at the connection rod bearings of the removed pistons. Not used exhaust and intake ports have to be blanked off at the non used cylinders. All moving parts in the valve control are to be removed (valve rockers, valve pushrods, etc). Camshaft cams are redundant as well, for the non used cylinders. At the operating cylinders, the former inlet valves and ports are now exhaust valves and ports, therefore these ports are connected to the exhaust system.
  • the engine has no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system nor an ECU for this, nor an ignition distributor.
  • the converted engine with two, four, eight etc. number of cylinders works as follows. Any piston moving from TDC to BDC always perform a combustion (work) stroke, and any piston moving from BDC to TDC always perform an exhaust stroke. This fact is independent of the number of pistons and the direction of rotation.
  • the engine performs one combustion and one exhaust stroke per cylinder per crankshaft revolution.
  • the cylinder bore and stroke of the original engine is unaltered.
  • the output power is about 150% and the expected lifespan is doubled as compared to the original engine.
  • the engine can run in either directions. It is advised to keep working cylinders that have a 180° offset from each other since this results in a smooth engine run and higher torque.
  • Cylinders #1 and #2, or cylinders #1 and #3 could be kept. This is followed by #2 and #4, or #3 and #4.
  • the working order can be reverse as well. After the conversion the engine can be started with #2 and #4, or #3 and #4.
  • new camshaft has to be installed which matches the requirements of an engine with combustion (work) and exhaust stroke only.
  • the camshaft is interchangeable with the original one, is made of the same material and has the same installation dimensions. Different is the cam design.
  • the cam profiles are symmetric.
  • Valve lift is half of the original valve lift.
  • the camshaft has no intake valve cams, and it has no pinion or other drive for mechanical fuel pump or ignition distributor.
  • the four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders.
  • the engine may have pistons that travel together (at the same offset). The operation of these valves are synchronized by the cam alignment.
  • the above described camshaft can run in either directions and it revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly.
  • the new camshaft as per its main sizes, is interchangeable with the original one. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber. Due to the variable running direction the following have to be considered and modified if necessary. Valve timing chain or belt tension methods; starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.
  • the engine has more than one cylinders and the engine run is required to be smoother (thus the torque to be bigger), besides the new camshaft a new crankshaft has to be installed as well.
  • the new crankshaft has the same installation dimensions as the original one, therefore they are interchangeable, with the exception of the piston rod bearing offset.
  • the piston rod bearing offset of the working cylinders is going to be 180° to each other. This means while one piston is at TDC the other one is at BDC and the engine performs one combustion stroke in each half rotation of the crankshaft while the engine can run in any direction.
  • the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself.
  • the distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off.
  • New fuel pump is installed which is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application.
  • the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only.
  • the traditional spark plugs are replaced with combined spark plugs.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the ignition is controlled by the existing ECU which is modified to fit the
  • the ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well.
  • Fuel supply may be delivered by the original fuel pump if it matches the requirements of the engine. Otherwise it has to be replaced. Again, any other compressed air supply system may be used as long as it matches the requirements of the given engine and it utilizes the external supercharging system.
  • these fuelling systems are removed from the engine.
  • the fuel pump is removed from the engine.
  • the intake manifold, the ignition distributor and the ECU of the single-point fuel injection system are removed as well. Their places are sealed and blanked off as necessary, except for the intake ports, since the former intake ports can be utilized as exhaust ports now. These are to be connected to the exhaust system.
  • the traditional spark plugs are replaced with combined spark plugs.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the ignition is controlled by the existing ECU which is modified to fit the requirements of the new type engine.
  • the ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well.
  • Fuel supply may be delivered by the original fuel pump if it matches the requirements of the engine. Otherwise it has to be replaced. Again, any other compressed air supply system may be used as long as it matches the requirements of the given engine and it utilizes the external supercharging system.
  • the modified Diesel metering pump On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as covered by invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only.
  • the original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well.
  • Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system.
  • the accelerator pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control, covered by the invention.
  • Diesel metering pump and the Diesel fuel injectors are redundant and can be removed.
  • the place of the pump is sealed and blanked off.
  • the Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert.
  • Blow tubes, anti backfire valves and solenoid valves are installed as well.
  • the solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control.
  • the compressed air is provided by an external supercharging system.
  • the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:
  • spark plug operated engine if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.
  • the amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control.
  • the timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well).
  • the compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.
  • Diesel mode glow plug, combined Diesel fuel injector and blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • Diesel mode, one glow plug, one adaptor insert or combined adaptor insert per compression chamber compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.
  • the engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins.
  • the piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated.
  • the engine is started.
  • the compressed air is provided by the external supercharging system.
  • the starter motor is turned off.
  • Next part of the invention is the traditional four-stroke rotary engine with two or three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine with double cubic volume and approximately 250% rated power as compared to the original engine.
  • the engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the converted engine may have a modified cooling and/or exhaust system. The converted engine can run in one direction only.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the engine has combustion (work) and exhaust strokes only, therefore it performs six combustion and six exhaust strokes per chamber per revolution.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel. Which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor.
  • the exhaust system has to me modified to match the doubled cubic volume.
  • a totally new system can be installed. Due to the increased output power and cubic volume, the cooling system is to be upgraded: larger radiator, cooling fan, bigger cooler motor, water pump, more coolant, etc.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Next part of the invention is the traditional four-stroke rotary engine with two chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where one chamber of the originally two-chamber engine provides us with the original cubic volume and approximately 125% rated power as compared to the original engine.
  • the engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of one of the two rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the converted engine may have a modified exhaust system.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the engine has combustion (work) and exhaust strokes only, therefore it performs six combustion and six exhaust strokes per chamber per revolution.
  • One engine chamber provides us with the same cubic volume and 125% rated power as compared to the original engine, while the non-working chamber may be used again at any time, if the conversions of this invention are applied to it. In this case expected engine lifespan can be doubled.
  • crankshaft bearings might be upgraded, such as the exhaust system as well
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the modified exhaust ports may require further adjustments on the exhaust system as well.
  • crankshaft bearings and the exhaust system are to be upgraded as well, as required by the given engine layout.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Next part of the invention is the traditional four-stroke rotary engine with two chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution.
  • One chamber of the originally two-chamber engine has 1/4 less combustion chamber volume and provides us with 1/4 less cubic volume as compared to the original engine, while having the same rated power and a doubled expectable engine lifespan.
  • lifespan can be doubled.
  • crankshaft bearing(s) and the exhaust system might have to be upgraded/adjusted to meet the modified engine parameters.
  • the engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of one of the two rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the converted engine may have a modified exhaust system.
  • the volume of the combustion chambers of the rotor have to be reduced by 1/4.
  • the exhaust and the cooling system might have to be modified as well.
  • the engine runs with one chamber only, with reduced combustion chambers at the rotor.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the modified exhaust ports may require further adjustments on the exhaust system as well.
  • crankshaft bearings and the exhaust system are to be upgraded as well, as required by the given engine layout.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the exhaust system may have to be realigned to match the modified position of the exhaust ports.
  • the exhaust system may be modified to match the reduced cubic volume as well, and this is true to the cooling system too. There can be a smaller radiator, smaller fan, smaller cooler motor, smaller water pump, less amount of coolant, etc.
  • the inlays are rectangular and curved in their shape, and they fit the requirement of the 1/4 volume reduction.
  • the inlay is part of the present invention, detailed in the section about combustion chamber volume reduction. There are three inlay sheets per rotor and these inlays are bolt on (or secured in any other feasible method) to the combustion chambers of the rotor. Special care should be taken of the normal engine operation.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve. the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it two chambers of the originally three-chamber engine have 1/3 more cubic volume ant 160% rated power as compared to the original engine.
  • the engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure Of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of one of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the two working chambers the converted engine may have a modified exhaust system.
  • the exhaust and the cooling system might have to be modified as well.
  • the engine runs with two chambers only.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single-point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external
  • the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the second chamber is modified as in the process outlined above.
  • the rotor of the third chamber is removed, together with its seal rings and apex seals. Oiling, rotor surface lubrication, and the overall work of this chamber is eliminated.
  • the engine operates with two chambers only, from now on.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the exhaust system may have to be realigned to match the modified position of the exhaust ports.
  • the exhaust system may be modified to match the increased cubic volume as well, and this is true to the cooling system too.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution.
  • Two chambers of the originally three-chamber engine have 1/3 less combustion chamber volume and provide us with 1/10 less cubic volume and 110% rated power as compared to the original three-chamber engine.
  • the engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied byithe metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of one of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the converted engine may have a modified exhaust system.
  • the volume of the combustion chambers of the rotor have to be reduced by 1/3.
  • the exhaust and the cooling system might have to be modified as well.
  • the engine runs with two chambers only, with reduced combustion chambers at the rotor.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the so modified two chambers have their combustion chamber sizes reduced by 1/3 (on the rotors).
  • the combustion chamber volume decrease is achieved by installing the inlays covered by the present invention.
  • the third chamber has its rotor completely removed, together with its seal ring and apex seal. The lubrication is eliminated here (for the rotor as well). From now on the engine works with two chambers only.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the exhaust system (collector pipes) may have to be realigned to match the modified position of the exhaust ports.
  • the exhaust system may be modified to match the 1/10 less cubic volume and the 1/10 increased rated power as well, and this is true to the cooling system too.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution.
  • One working chamber of the originally three-chamber engine has 1/3 less combustion chamber volume and provides us with 1/3 less cubic volume as compared to the original engine, while having 1/3 rated power.
  • the engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RP .
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of two out of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the converted engine may have a modified exhaust system.
  • the volume of the combustion chambers of the rotor have to be reduced by 1/4.
  • the exhaust and the cooling system might have to be modified as well.
  • the engine runs with one chamber only, with reduced combustion chambers at the rotor.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the rotors of the other two (non working) chambers are removed together with their sealing rings and apex seals. Lubrication, rotor surface lubrication, and the overall work of the given rotors are temporarily eliminated. From now on the engine works with one chamber only.
  • the exhaust and cooling system might have to be modified in accordance with the redesigned exhaust ports and the modified rated power. As an example, smaller exhaust system, radiator, fan, cooler motor, water pump might be used along with a less amount of coolant, etc.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the engine converted as written above, having traditional and combined spark plug and fuel injectors works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above, havinfi a combined metering system with magnetic control and a suitable fuel pump works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor.
  • Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution.
  • One working chamber of the originally three-chamber engine has 2/10 more combustion chamber volume and provides us with about 1/5 less cubic volume as compared to the original engine, while having nearly the same rated power.
  • lifespan can be tripled.
  • the crankshaft bearings and the exhaust system connections might have to be modified as well.
  • the engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only.
  • the engine can run on any (alternative) fuel type.
  • the pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM.
  • the engine has two exhaust ports per chamber.
  • the engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well.
  • the chamber may also have two fuel injectors.
  • the compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control.
  • Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control.
  • There are two solenoid valves per chamber which are triggered by the crankshaft position sensor.
  • When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors.
  • the solenoid valve is triggered by the crankshaft position sensor.
  • the conversion includes the removal of two out of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber.
  • the converted engine may have a modified exhaust system.
  • the volume of the combustion chambers of the rotor have to be increased by 1/5.
  • the exhaust and the cooling system might have to be modified as well.
  • the engine runs with one chamber only, with reduced combustion chambers at the rotor.
  • the converted engine can run in one direction only and it is still an internal combustion engine.
  • the engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself.
  • the engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor.
  • spark plug mode In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system.
  • the fuelling ECU In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.
  • the cylinder In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers.
  • a combustion chamber As well. I am going to use the same terminology.
  • the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent).
  • the engine can accommodate special combustion chamber shapes, and special additional parts to achieve these.
  • the engine can run in Diesel mode as well.
  • the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.
  • the engine per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared.
  • Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation.
  • the exhaust port When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block.
  • the new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.
  • the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.
  • the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other.
  • the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup.
  • the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug.
  • the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again.
  • Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.
  • Diesel mode if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well.
  • Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.
  • the engine converted as written above, havinfi traditional and combined spark PIU and fuel injectors works as follows.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug.
  • the compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve.
  • the required amount of fuel is injected into the combustion chamber.
  • the injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve.
  • the rotor turns and reaches the ignition stage.
  • the first combustion (work) stroke is initiated.
  • the cycle is repeated as described above.
  • Starter motor is turned off.
  • the ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves.
  • the required amount of compressed air is supplied by an external supercharging system.
  • the engine converted as written above having a Diesel metering pump and combined Diesel injectors, works as follows.
  • the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector.
  • the amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • the Diesel engine converted as written above having a combined metering system with magnetic control and a suitable fuel pump, works as follows.
  • the starter motor When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke.
  • the combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor.
  • the rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated.
  • the cycle is repeated and the engine runs.
  • the starter motor is turned off.
  • the required amount of compressed air is supplied by the external supercharging system.
  • Fig.4 Camshaft with four cams per exhaust valves, for four-stroke engines with one exhaust valve per cylinder 13e Oil seal
  • Fig.6 Combined spark plug
  • Fig.8 Fiat and cylindrical spark plug cable connector or adaptor, for combined spark plug
  • Fig.9 Combined Diesel fuel injector
  • Fig. 10 Blow tube with external threads at both ends
  • Fig. 11 Blow tube with external threads at both ends, conical thread at one end
  • Fig.12 Adaptor with external and internal threaded connections
  • Fig.13 Combined adaptor with external and internal threaded connections
  • Fig.19 Inlay for reducing combustion chamber volume of Diesel engines with combustion chamber located on the piston top (cylindric or near cylindric shape)
  • Fig,23 Combined metering system with magnetic control, fuel control part
  • Fig, 24 New type of internal combustion engine with cylinder and piston, in its position of a started combustion stroke and of an exhaust stroke
  • Fig.26 New type of internal combustion engine with cylinder, piston and exhaust valve, at the beginning stage of a combustion and an exhaust stroke
  • Fig, 27 New type of internal combustion engine with cylinder, piston, exhaust valve and an external supercharging system
  • Fig, 28 New type of internal combustion engine with chamber and rotor, in it stage of: beginning of combustion stroke, in exhaust stroke and in combustion stroke again.
  • Fig.29 New type of internal combustion engine with chamber, rotor and an external supercharging system
  • Fig.30 New type of internal combustion engine with one cylinder, rotor(s) and four combustion chambers per rotor; shown at the beginning of the c ombustion stroke and at exhaust stroke
  • Fig, 31 New type of internal combustion engine with one cylinder and rotor(s), with a combustion chamber different from Fig.30 and its sealing method
  • Fig, 32 New type of internal combustion engine with one cylinder, rotor(s), four combustion chambers per rotor, and an external supercharging system
  • Fig.33 New type of internal combustion engine with one cylinder, rotor(s) and three combustion chambers per rotor
  • Fig.35 New type of internal combustion engine with one cylinder, rotor(s), three combustion chambers per rotor, and an external supercharging system
  • Solenoid valve that controls the compressed air of the starter tank
  • Adjustable air valve that connects the two tanks

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un nouveau type de moteur à combustion qui réalise des courses de combustion (travail) et d'échappement uniquement, ou en variante une course de combustion (travail) et un balayage, en fonction de la conception donnée. La réduction du nombre de courses dans le cycle moteur est rendue possible par le système de suralimentation externe. Le nouveau type de moteur à combustion interne possède deux groupes principaux : (1) un type radicalement nouveau de moteur et (2) des versions modifiées de moteurs classiques. Ces deux groupes présentent les sous-types suivants. Les (1) nouveaux types de moteur sont (1.a) des moteurs pourvus de cylindres et de pistons, (1.b) des moteurs pourvus de cylindres, de pistons et de soupapes d'échappement, (1.c) des moteurs pourvus de chambres et de rotors, ou (1.d) un moteur à un seul cylindre comportant n'importe quel nombre de pistons rotatifs. Les (2) versions modifiées des moteurs classiques sont (2.a) des moteurs à deux temps, (2.b) des moteurs à quatre temps commandés par soupapes, (2.c) un moteur modifié à quatre temps rotatif. Le nouveau type de moteur à combustion interne est équipé (et converti à l'aide) des pièces principales suivantes : un arbre à cames comportant deux ou quatre bossages de came par soupape d'échappement ; des bougies d'allumage combinées comportant des connecteurs de câble de bougie d'allumage soit plats, soit plats et cylindriques ; des injecteurs de carburant diesel combinés ; une pompe de dosage de carburant diesel modifiée ; des tuyaux d'évacuation forcée à filetage externe au niveau des deux extrémités ; des adaptateurs ou des adaptateurs combinés présentant des filetages externes et internes ; une préchambre à volume réduit ; diverses inclusions permettant de réduire le volume de la chambre de combustion ; une soupape antiretour de flamme ; un système de dosage à commande magnétique ou un système de dosage combiné à commande magnétique. Tous les moteurs du groupe principal (1), et les moteurs (2.a) et (2.b) peuvent être mis en œuvre dans n'importe quel sens.
PCT/HU2016/000043 2015-06-29 2016-06-29 Nouveau type de moteur à combustion interne WO2017001875A1 (fr)

Applications Claiming Priority (2)

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HU1500303A HU230812B1 (hu) 2015-06-29 2015-06-29 Új típusú belső égésű motor és annak működési eljárása
HUP1500303 2015-06-29

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019055243A1 (fr) * 2017-09-12 2019-03-21 Ganley James T Moteur à combustion interne à deux temps à haut rendement
US11337182B2 (en) * 2017-03-24 2022-05-17 Motorola Mobility Llc Indication for a portion of a time interval
US11506116B2 (en) 2020-11-04 2022-11-22 William Todd Hodges Rotary combustion engine with integrated multistage fuel system
US11619165B1 (en) 2020-11-04 2023-04-04 William Todd Hodges Rotary combustion engine with integrated multistage fuel system

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Publication number Priority date Publication date Assignee Title
US3926169A (en) * 1974-06-21 1975-12-16 Fuel Injection Dev Corp Combined fuel vapor injector and igniter system for internal combustion engines
US4440116A (en) * 1982-07-12 1984-04-03 Schmelzer Corporation Coolant injector
US5189996A (en) * 1989-11-09 1993-03-02 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
US8613269B2 (en) * 2010-09-11 2013-12-24 Pavel Shehter Internal combustion engine with direct air injection

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3926169A (en) * 1974-06-21 1975-12-16 Fuel Injection Dev Corp Combined fuel vapor injector and igniter system for internal combustion engines
US4440116A (en) * 1982-07-12 1984-04-03 Schmelzer Corporation Coolant injector
US5189996A (en) * 1989-11-09 1993-03-02 North American Philips Corporation Two-stroke-cycle engine with variable valve timing
US8613269B2 (en) * 2010-09-11 2013-12-24 Pavel Shehter Internal combustion engine with direct air injection

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11337182B2 (en) * 2017-03-24 2022-05-17 Motorola Mobility Llc Indication for a portion of a time interval
WO2019055243A1 (fr) * 2017-09-12 2019-03-21 Ganley James T Moteur à combustion interne à deux temps à haut rendement
US11506116B2 (en) 2020-11-04 2022-11-22 William Todd Hodges Rotary combustion engine with integrated multistage fuel system
US11619165B1 (en) 2020-11-04 2023-04-04 William Todd Hodges Rotary combustion engine with integrated multistage fuel system

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