GB2422873A - Internal combustion engine with an annular air piston/cylinder surrounding each power piston/cylinder - Google Patents

Internal combustion engine with an annular air piston/cylinder surrounding each power piston/cylinder Download PDF

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Publication number
GB2422873A
GB2422873A GB0502199A GB0502199A GB2422873A GB 2422873 A GB2422873 A GB 2422873A GB 0502199 A GB0502199 A GB 0502199A GB 0502199 A GB0502199 A GB 0502199A GB 2422873 A GB2422873 A GB 2422873A
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United Kingdom
Prior art keywords
power
air
engine
piston
cylinder
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Withdrawn
Application number
GB0502199A
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GB2422873A8 (en
GB0502199D0 (en
Inventor
John Daborn
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Individual
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Individual
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Publication date
Application filed by Individual filed Critical Individual
Priority to GB0502199A priority Critical patent/GB2422873A/en
Publication of GB0502199D0 publication Critical patent/GB0502199D0/en
Publication of GB2422873A publication Critical patent/GB2422873A/en
Publication of GB2422873A8 publication Critical patent/GB2422873A8/en
Withdrawn legal-status Critical Current

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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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
    • F02B33/16—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons having differing movements
    • 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
    • F02B19/08—Engines characterised by precombustion chambers the chamber being of air-swirl type
    • 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
    • F02B19/12—Engines characterised by precombustion chambers with positive 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
    • 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
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

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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)

Abstract

Each power cylinder assembly 25 of the four-stroke petrol or diesel i.c. engine is surrounded by an annular air cylinder assembly 26 of large capacity, eg twice that of the power cylinder assembly. The power pistons 3 and air pistons 4 are 180 degrees out of phase. Ports in the air cylinder head lead directly to the power assembly inlet valves 7. The inlet valves open to allow the purging of exhaust gases. On the power assembly induction stroke, the air piston 4 drives its charge through the inlet valves 7 to increase the volumetric efficiency of the power cylinder. In a stratified charge petrol version, fig.2, a small pre-combustion chamber 15 has a central sparking plug 18 and is connected via a transfer valve to the air cylinder and by a central bore to a part-spherical combustion chamber in the piston crown. In a diesel version (figs. 1,4), a direct injection fuel injector 17 is provided.

Description

Sheet 1 Internal combustion engine A background history of engines and
patented engines The most important feature of any engine patent or engine patent application is if the concept engine was made and tested, would it work as an engine should, or will it not work at all as an engine should. An engineer at an engine manufacturer can easily tell by looking at the drawings and descriptiOn of a patent whether the concept engine will be a success or a failure.
Many patents of engines that will not work at all are presented to engine manufacturers.
This puts the patent of an engine that will actually work at a great disadvantage when trying to get an engine manufacturer interested.
The patent application for an engine has normally a complex format. Many features may be essential to ensure the engine concept is successful. Patents cited against such an engine patent application need to make not novel many features to fail such an engine.
A patent application for simple device such as a hat stand for example, may need only two features of the patent application cited, to make it not novel.
Such a simplistic approach cannot be applied to a complex engine patent application.
The majority of engines that are given patents will never work if they were built and tested. Such an example is excessive mass of the moving parts, etc. If a patented engine can be shown, to not be able work at all as a proper engine, such an engine should not have any part of it cited against any concept engine.
If an engine patent application can be seen by an engineer at an engine manufacturer, to not be able to function at all as a proper engine. The application should not be given a patent.
Engines of today and engines of the future are required to have lower emissions than the engines produced before. Supercharging engines is one way to reduce their emissions.
Diesel engines require high compression ratios and high compressed gas temperatures.
Supercharging such engines improves power output and gives some reduction of emissions. The supercharged diesel engine is smoother and is less noisy than a normal diesel engine. Supercharging enables a petrol engine to have a successful stratffied charge system, giving reduced emissions an improved fuel economy.
Sheet 2 The concept is a four- stroke engine, with low emissions, good economy, and a very high power output.
The four- stroke engine concept gives the following advantages compared with a normal four- stroke engine of the same capacity.
* The engine has a higher power output.
* The engine has lower loading on the exhaust stroke.
* The engine can successfully use the stratified charge system.
* The engine has improved dynamic balance giving lower crankshaft loads.
* The engine has a very high volumetric efficiency.
* Engine emissions are lower.
* The engine has improved exhaust gas extraction.
* The concept can be used as a petrol or diesel four- stroke engine.
A brief description of the engine concept is described below.
The terms TDC and BDC depict top dead centre and bottom dead centre respectively on
all drawings and descriptions.
The engine concept has a normal set of power pistons. Each power piston assembly is in its own bore. An air piston assembly surrounds it in its own annular bore. Each air piston has a greater capacity than the power piston it surrounds. The engine supercharges its self thus does not require any engine driven supercharger.
When each power piston is on the power stroke and as it approaches BDC the air piston is approaching TDC. As the power piston reaches BDC, the air piston reaches TDC. As the large area of the air piston descends down on its induction stroke, the power piston is rising on its compression stroke. As the power piston travels towards BDC on its power stroke the air piston is travelling towards TDC. The air piston is compressing and transferring its induced air charge to help purge the exhaust gases, after blow down when the exhaust valves are opened. The outside atmosphere for the power cylinder inlet system is the air cylinder. When the power cylinder is on its induction stroke air! air fuel is pumped into the power cylinder by the air piston rising to TDC.
The air piston would not be a success if it were used as a power piston. The large surface area of the air piston assembly would loose too much heat. The loss of heat of the air piston assembly is a positive advantage, when used as an air supply to the power cylinder.
Sheet 3 A more detailed description now follows with the help of the following drawings.
Fig 1 Showing details of the power and air piston cylinder assemblies using diesel or petrol fuel, and the driving crankshaft section for the two pistons.
Fig 2 Showing details of the power and air cylinder assemblies using the stratified charge system, and the driving crankshaft section for the two pistons.
Fig 3 Showing a plan view of the power and air cylinder assemblies for the stratified charge system, showing details of valves and air- flow details.
Fig 4 Showing a plan view of the power and air cylinder assemblies for using diesel or petrol fuel, showing valves and air- flow details.
(Figs 1 to 4 are diagrammatic and are not to scale).
The combination function of each power cylinder assembly 25 and each air cylinder assembly 26 is as described below.
The power pistons 3 and their air pistons 4 are designed to work together. When each power piston 3 travels down on its power stroke, each air piston 4 is travelling up on its transfer function. Ports in the air cylinder head go direct to the power assembly inlet valves 7, the inlet valves open to allow the purging of exhaust gases. On the power assembly induction stroke the air piston drives its charge through the valves 7 to give its power cylinder a very high volumetric efficiency.
As each power piston passes mid stroke on the power stroke and moves towards BDC the exhaust valves 6 open. Shortly after the inlet valves 7 open and air driven by the air piston helps to purge the remaining exhaust gases. The exhaust gases travel in ports that slope upwards. Each air piston as it approaches TDC is compressing air, and is forcing the air through inlet valves into the power cylinder assembly 25. The inlet ports slope downwards. The power piston speed is low near BDC and it is at this time that the air piston provides the purging air. The air will purge the exhaust gases though the cylinder head 11 when the power piston is still near BDC.
The purging air will cool the exhaust valves as it travels through them. The purging air will also cool each cylinder, piston and sparking plug and will reduce exhaust stroke loading. The cooling air will reduce emissions, and allows a higher compression ratio.
The engine consists of a cylinder block with power cylinder bores and a power cylinder head with exhaust and inlet valves, and a central sparking plug or diesel fuel injector depending on the engine type Surrounding the power cylinder is an annular bore that contains an air piston. The air cylinder in this example has a swept volume that is twice that of the power cylinders swept volume. The air cylinder head has ports connecting to the power cylinder head inlet valves, and has also suitable automatic inlet valves.
Sheet 4 Engine crankshaft details Each heavily loaded power piston crank assembly 1 has the same mass as the larger lightly loaded annular air piston and the two driving crank throws 2. The annular air piston crank throws 2 are positioned either side of each power piston crank throw 1. The power crankshaft 1 section and the air crankshaft sections 2 are to be designed to function as shown (see Figs 1 and 2). The system can give near perfect primary balance at each crank throw set. The good engine balance reduces crankshaft loading and thus reduces friction. The engine cylinder walls can be liquid cooled as required.
The stratified charge petrol engine and the diesel engine are given as examples, as both these engine types have no throttle restriction. A normal petrol engine concept is possible such an engine would have a high performance.
Stratified charge system for petrol engine concept (see Figs 2 and3) The power assembly cylinder head 11 has a small doughnut shaped precombustion chamber 15 that has a central sparking plug 18, and a small central bore connecting to the cylinder head. Directly below in the piston crown is formed a part spherical combustion chamber. Inlet valves 7 supply air! air fuel to the power cylinder. A small valve 8 feeds the precombustion chamber via a small port that is offset to promote swirl. A (low pressure) fuel injector 14 is positioned near the pre-combustion chamber in the port from the dedicated cylinder head transfer valve 9. A second (low pressure) fuel injector 14 is positioned in the ducting from the large transfer port to the power cylinder that is fed from the rising air piston. The injector controlling the mixture in the pre-combustion chamber is set to give a slightly rich air fuel mixture this gives a fast burn rate.
The air piston as it rises fills the pre- combustion chamber and power cylinder at the same time via their inlet valves. The power cylinder will have a volumetric efficiency of over 110%. The high volumetric efficiency will be available over a wide engine speed range.
The mixture in the cylinder can vary from being very weak to near the correct mixture.
The combustion chambers can have an engineering ceramic coating for protection and for low thermal conductivity, thus reducing heat loss.
During air purging of exhaust gases in the power cylinder, the inlet valves open to allow air to purge the cylinder and the pre-combustion chambers exhaust gases.
Diesel engine details (see Figs 1 and 4) The diesel engine concept has a direct injection diesel injector 17 this replaces the sparking plug 18 used on the petrol engine concept. The combustion chamber for the diesel engine is formed in the power piston crown. The piston crown combustion chamber can have engineering ceramic or other suitable protection, if required.
The crankshaft strength is to suit the diesel function loading (see fig I, crankshaft detail).
The engine concept suits diesel fuel use. The volumetric efficiency is very high at high to low engine speeds. The air cylinder that surrounding the power cylinder has twice the capacity of the power cylinder. This allows sufficient air to purge the exhaust gases efficiently, and on the next air cylinder induction stroke the air content is replenished to give a very high volumetric efficiency for the power assembly.
Sheet 5 The air cylinder can have any suitable swept volume in place of the example given. Any type of inlet valves for the air cylinder may be used. The power cylinder can be under square to give an efficient combustion chamber, and a better torque output. The inlet valves 7 have air pushed through them and therefore can pass more air for a given valve size, the air velocity through the valves should not exceed the Mach number 0.6.
When purging the exhaust gases from the power cylinder of the petrol or diesel engines, not all the air cylinder induced charge need be used. The air piston as it descends on its following induction stroke will replace the used air. As the power piston travels down on its induction stroke, the rising air piston has the same stroke as the power piston, and will force air into the power cylinder to give a very high volumetric efficiency.
The very high volumetric efficiency and the reduced power piston exhaust stroke loading, the cooler exhaust valves, sparking plugs and pistons, the higher compression ratio, and the reduction of throttle losses for the engine examples given, should result in a very powerful petrol or diesel engine with good drivability and with smooth engine running with good economy and low emissions.
Diesel engines will not need turbo chargers and should require no heaters for a cold start.
The forced induction of each power assembly gives a very high volumetric efficiency and also allows the inlet valves to close early, thus giving an unproved compression stroke, which also aids diesel engine cold starting.
The power cylinder head inlet valves open to allow air to purge the exhaust gases, and can be slightly open during the exhaust stroke, ready to open again for the forced induction stroke.
A specific embodiment of the concept will now be described by way of example See Figs 1, 3 and 4 and sheets 1, 2 and 3.
The engine concept is used to replace a four- stroke diesel car engine of the same capacity that has an exhaust driven turbocharger.
The very high volumetric efficiency of the four- stroke engine concept, should give the diesel engine concept higher power of the engine it replaces.
The engine concept also has near perfect primary balance at each crank throw set. The engine will run more smoothly. The very high volumetric efficiency is available over a wide engine speed range, and is high at engine cranking speeds during starting, no heaters should be required, to aid starting.

Claims (3)

  1. Claims Sheet o An internal combustion engine having the following
    features.
    (a) The engine has three crank throws between each set of main bearings, the central power crank throw drives a power piston assembly in its power cylinder, which has valves and a sparking plug in its cylinder head, the two crank throws either side of the power crank throw together drive an annular air piston that is in its own annular bore, the annular bore surrounds the power bore, the swept volume of the annular bore assembly is larger than that of the power assembly swept volume, the annular pistons in the annular bores feed air to the power assemblies, the inlet ports to the inlet valves of each power cylinder assembly connect direct to the annular bore, the two annular piston crankshaft throws are at 1800 to the power crank throw, as the power pistons are moving towards top dead centre, the annular pistons are moving towards bottom dead centre, (b) the annular piston air inlet system is by suitable automatic valves, each annular piston inducts air only and drives the air into each power cylinder assembly via the inlet ports, fuel is introduced to the air in each power assembly inlet port, the power assembly inlet valves are open as the air fuel is pushed into each power cylinder when it is on its induction stroke, the inlet valves also open after the exhaust valves open and air through the inlet valves help to purge the exhaust gases, each lightly loaded air piston and its two driving connecting rods have the same total inertia as each heavily loaded power piston and its driving connecting rod, the pistons and cranks arrangements of the engine concept gives near perfect primary balance and improved secondary balance between each pair of main bearings.
  2. 2 An engine as claimed in claim 1, wherein a diesel fuel injector is fitted to each cylinder head to replace the sparking plug, and the engine compression ratio and crankshaft, is made suitable for diesel operation.
  3. 3 An engine as claimed in claim 1 and 2, wherein the annular piston air induction is by normal valves 4 An engine substantially as hereinbefore described with reference to and illustrated in the accompanying drawings.
GB0502199A 2005-02-03 2005-02-03 Internal combustion engine with an annular air piston/cylinder surrounding each power piston/cylinder Withdrawn GB2422873A (en)

Priority Applications (1)

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GB0502199A GB2422873A (en) 2005-02-03 2005-02-03 Internal combustion engine with an annular air piston/cylinder surrounding each power piston/cylinder

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GB0502199D0 GB0502199D0 (en) 2005-03-09
GB2422873A true GB2422873A (en) 2006-08-09
GB2422873A8 GB2422873A8 (en) 2006-08-22

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012117418A1 (en) * 2011-02-28 2012-09-07 Tvs Motor Company Limited Two-stroke internal combustion engine
FR3005689A1 (en) * 2013-05-15 2014-11-21 Andre Chaneac DOUBLE POWER SUPPLY FOR A THREE-STROKE ENGINE COMPRISING TWO TANKS, ONE AT LOW PRESSURE AND THE OTHER AT HIGH PRESSURE
US11280293B2 (en) 2019-09-24 2022-03-22 Coutts Industries Inc. Internal combustion engine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB401675A (en) * 1932-04-11 1933-11-13 Joseph James Eastwood Sloan Improvements in internal combustion engines of the diesel, semi-diesel, compression ignition or injection type
GB801988A (en) * 1955-05-27 1958-09-24 William Waterval Improvements in reciprocating internal combustion engines, steam engines and compressed air engines
NL1006846C2 (en) * 1997-08-26 1999-03-01 Martinus Kamphorst Two-stroke internal combustion engine, particularly for motor vehicle
WO2002097246A1 (en) * 2001-05-28 2002-12-05 Hachmang Hendrikus Cornelis Ni Two-stroke engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB401675A (en) * 1932-04-11 1933-11-13 Joseph James Eastwood Sloan Improvements in internal combustion engines of the diesel, semi-diesel, compression ignition or injection type
GB801988A (en) * 1955-05-27 1958-09-24 William Waterval Improvements in reciprocating internal combustion engines, steam engines and compressed air engines
NL1006846C2 (en) * 1997-08-26 1999-03-01 Martinus Kamphorst Two-stroke internal combustion engine, particularly for motor vehicle
WO2002097246A1 (en) * 2001-05-28 2002-12-05 Hachmang Hendrikus Cornelis Ni Two-stroke engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012117418A1 (en) * 2011-02-28 2012-09-07 Tvs Motor Company Limited Two-stroke internal combustion engine
FR3005689A1 (en) * 2013-05-15 2014-11-21 Andre Chaneac DOUBLE POWER SUPPLY FOR A THREE-STROKE ENGINE COMPRISING TWO TANKS, ONE AT LOW PRESSURE AND THE OTHER AT HIGH PRESSURE
US11280293B2 (en) 2019-09-24 2022-03-22 Coutts Industries Inc. Internal combustion engine
WO2022061444A1 (en) * 2019-09-24 2022-03-31 Coutts Industries Inc. Internal combustion engine

Also Published As

Publication number Publication date
GB2422873A8 (en) 2006-08-22
GB0502199D0 (en) 2005-03-09

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