U.S. patent application number 09/979281 was filed with the patent office on 2002-10-31 for mechanical discharge self-supercharging engine.
Invention is credited to Beaudoin, Normand.
Application Number | 20020159902 09/979281 |
Document ID | / |
Family ID | 4165179 |
Filed Date | 2002-10-31 |
United States Patent
Application |
20020159902 |
Kind Code |
A1 |
Beaudoin, Normand |
October 31, 2002 |
Mechanical discharge self-supercharging engine
Abstract
When considering the main types of commercial engines available
on the market, whether two-stroke, four-stroke or rotary-type, it
is found that, and this is commonplace, said engines are highly
polluting. The main reason for this lies in the difficulty to
manufacture worn gas filters which would not induce restriction
However, that difficulty can be overcome by producing an engine
which is itself capable of sustaining a high rate of restriction.
The technical solutions disclosed by the invention present several
embodiments enabling the engine to tolerate a higher level of
restriction and consequently a more dense filtering. These various
technical embodiments provide for a novel path for fresh gases
through the engine. The invention provides a solution, which is not
primarily concerned with fresh gas supply but rather with waste gas
absorption, followed by their subsequent evacuation constituting
the first stroke of said engine. Indeed, the waste gases are
evacuated outwards by two successive steps: the gases are evacuated
outwards by pumping, and said discharge generates, in turn, a
vacuum which sucks in the burnt fresh gases which in turn finally
suck in the fresh gases. Said techniques have the further advantage
of producing two stroke engines powered with gas only, and
consequently cleaner and more efficient.
Inventors: |
Beaudoin, Normand;
(Suresnes, FR) |
Correspondence
Address: |
George R Pettit
Connolly Bove Lodge & Hutz
PO Box 19088
Washington
DC
20036-3425
US
|
Family ID: |
4165179 |
Appl. No.: |
09/979281 |
Filed: |
November 21, 2001 |
PCT Filed: |
February 1, 2001 |
PCT NO: |
PCT/FR01/00309 |
Current U.S.
Class: |
417/490 ;
92/181P; 92/181R |
Current CPC
Class: |
Y02T 10/12 20130101;
F02B 2075/027 20130101; F02B 35/00 20130101; F02B 33/10 20130101;
F02B 33/14 20130101; F02B 53/08 20130101; F02B 75/30 20130101; Y02T
10/17 20130101; Y02T 10/146 20130101 |
Class at
Publication: |
417/490 ;
92/181.00R; 92/181.00P |
International
Class: |
F04B 039/10 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 2, 2000 |
CA |
2297393 |
Claims
1. An engine, compressor and pump type machine comprising in its
composition: a machine block, a means of propulsion such as a rod
and crankshaft arrangement, the latter being mounted in rotary
fashion in this block, a cylinder fixed rigidly in this block, a
cylinder piston connected indirectly to the means of propulsion,
and whose interior hollow forms a cylinder in which the
counter-piston is slid, a rod, connecting the cylinder piston to
the crank pin of the crankshaft, a counter-piston connected rigidly
to the upper part of the head of the main cylinder by a means such
as a sleeve, this counter-piston being inserted in the cylinder of
the cylinder piston, an exhaust pipe equipped with a non-return
valve, a pipe supplying the waste gases to the exhaust pre-chambers
a fresh gas supply pipe, appropriate segment systems.
2. An engine, compressor and pump type machine comprising in its
composition: an engine block, a means of propulsion such as a rod
and crankshaft arrangement, the latter being mounted in rotary
fashion in this block, a cylinder fixed rigidly, connected to the
engine block, a horizontal H piston inserted in the cylinder and
connected indirectly to the means of propulsion, and whose thin
central part is inserted in the wall of the counter-cylinder, a
rod, connecting the H piston to the crank pin of the crankshaft, a
counter-cylinder, fixed rigidly and transversely to the wall of the
cylinder, and equipped with a pipe enabling the sliding of the
centre of the H piston, an exhaust pipe equipped with a non-return
valve, a waste gas supply system, a fresh gas supply system,
appropriate segment systems.
3. An engine, pump and compressor type machine comprising in its
composition: a machine block, a means of propulsion such as a
crankshaft positioned in the block, this crankshaft being equipped
with two crank pins in opposite directions, two cylinders attached
rigidly to this block, two T pistons whose sleeves, after passing
through the wall of the counter-cylinder, are each connected
indirectly to the means of propulsion in opposite positions, a
counter-cylinder positioned transversely and rigidly in the wall of
the main cylinder and equipped with a pipe enabling the passage of
the T piston, waste gas intake pipes connecting each pre-exhaust
chamber to the opposite cylinder of the fresh gas intake pipes,
waste gas evacuation pipes, and the appropriate segment
systems.
4. An engine, compressor and pump type machine comprising in its
composition: an engine block, in which a crankshaft is mounted in
rotary fashion, a cylinder attached rigidly to this engine block. a
counter-cylinder parallel to the main cylinder and rigidly
connected to the head of this main cylinder, a W piston
simultaneously inserted in the cylinder and the counter-cylinder
and attached indirectly by its lower part to a means of propulsion
such as a rod connected to the crank pin of a crankshaft, a rod
attached at each end to the piston and to the crank pin of the
crankshaft, burnt gas, fresh gas and exhaust integration pipes, the
required segmentation systems.
5. A machine as per claim 4, but in which the shape of the piston
is an inverted T while the cylinder is M-shaped.
6. An engine as per claims 1 and 2, whose gas supply is provided
from the pre-admission chambers connected to the carburetion
system.
7. An engine as per claims 1 and 2, whose gas intake chambers serve
to pump air serving to create an air cushion between the waste and
fresh gases.
8. An engine as per claims 1 and 2, whose gas pre-intake chambers
serve as a cooling pump for the engine.
9. An engine as per claim 8, whose pumped and heated air outlet
supplies the carburetion system.
10. An engine, pump and compressor type machine comprising in its
composition: an engine block, in which a crankshaft is mounted in
rotary fashion, a cylinder attached rigidly to the engine block. a
piston inserted in this cylinder and connected indirectly to the
crankshaft by a means such as a rod, a rod attached at each end to
the piston and the crankshaft, an exhaust piston valve.
11. An engine, compressor and pump type machine comprising in its
composition: an engine block, in which a crankshaft is mounted in
rotary fashion, a cylinder attached rigidly to the engine block. a
piston inserted in this cylinder and attached to a rod, a rod
attached at each end to the piston, and at the other indirectly to
the crank pin of the crankshaft, by the use of a cam, a cam mounted
in rotary fashion on the crank pin of the crankshaft, this cam
being equipped with a gear, this gear being coupled to an induction
gear, an induction gear, rigidly positioned on a pin passing
transversely though the crankshaft and attached rigidly to the
engine block.
12. An engine, pump and compressor type machine comprising in its
composition: two complementary piston blades, one convex and the
other concave. burnt gas intake pipes, from the cylinders to the
burnt gas intake chambers, and fresh gas intake pipes.
Description
[0001] The main commercial engines available on the market, whether
of the two-stroke, four-stroke or rotary type, all have a common
fault in that they do not withstand restriction on the exhaust.
This is what makes them much more difficult to filter, because
normally the more efficient a filter is, the more restriction it
causes. The difficulty in filtering therefore leaves these engines
in their highly polluting state.
[0002] If we take for example two-stroke engines (FIG. I), the
exhaust matter is obtained by the pressure of the fresh gases from
the base of the engine (9) on the old gases still located in the
cylinder (100). The old gases can escape through an opening located
in the side of the cylinder. If this opening is blocked and the
exit of the burnt gases is consequently restricted, the fresh gases
will not have enough power to fill the cylinder, whereas the burnt
gases will be compressed rather than exit, with the result that the
gases located in the combustion chamber on the next compression
will be of low combustibility and explosive, because they are
largely composed of old gases. The engine will suffocate and
stop.
[0003] A different but similar phenomenon occurs if we restrict the
exit of the burnt gases from a four-stroke or rotary engine (FIG.
II).
[0004] The difficulty stems from the fact that, at the time of the
explosion, the combustion chambers (10) must retain a certain size
to obtain an optimum, explosive gas pressure. Consequently, as the
path of the piston is the same in the engine evacuation phase as in
the explosion phase, the cylinder has a certain size, even at the
end of the evacuation (FIG. II). Then, as in the case of two-stroke
engines, if we restrict the output of the waste gases, these will
still have enough space to be compressed and therefore, rather than
evacuating, will remain in the chambers and re-expand when the
piston comes down again, with the result that the intake of fresh
gases will also be deficient. One only has to place one's hand on
the exhaust pipe of a car to ascertain that the engine is then very
fragile and easy to asphyxiate and suffocate. It is easy to
understand, as in the first case, that these engines do not
tolerate the restriction which efficient filtering could offer.
[0005] We think that this fault in internal combustion engines of
having an exhaust more receptive to the restriction of a filter
stems from the very way in which they were initially designed.
Internal combustion engines are derived from steam engines. This
led to a natural lack of concern about the exhaust, since steam was
non-polluting. A second basic assumption, also spontaneous in the
design of these engines, is that they must be supplied in order to
operate that gases must first and foremost be introduced into them.
This conception seemed to be almost self-evident. Indeed, if the
engine is not supplied, it will not function. Hence the idea that
the exhaust of waste gases is only a consequence of the
introduction and burning of these gases. This way of thinking,
which considers the exhaust as a resulting effect, is at the origin
of the fact that the exhaust of these engines is not only secondary
but deficient. All the filters or catalysers must therefore be
designed in such as way as not to increase the output restriction
on exit of waste gases from the engine. This way of thinking makes
all filters and catalysers limited in their filtering capacity,
with the result that the engines remain highly polluting.
[0006] The primary aim of this invention is to show that while such
a design is logical in terms of the burning of the gases, it is not
necessary logical from the mechanical point of view, in fluid
terms. The purpose of this technical solution is to show that
although it is true that the engines must be supplied, this does
not imply that this must necessarily be the first phase of the
engine.
[0007] This technical solution proposes first of all a different
design of the gas circulation, and consequently of the supply of
the engine. Indeed, contrary to tradition, this technical solution
is aimed primarily at the exit of the waste gases, as if this were
the first stroke of the engine, when the engine is in operation.
Our design goes even further, since it considers the intake of
fresh gases not as the cause but as the result, as the consequence
or the effect, of the evacuation of the waste gases. Because it
gives first priority to the total evacuation of the gases, this
solution will enable a high level of restriction and consequently a
high rate of filtering.
[0008] A first embodiment of the invention is obtained (FIG. III)
by the use of a fixed subsidiary piston which we shall call the
counter-piston (12). The counter-piston is located in the cylinder
(5) and is connected to the top of the cylinder by a sleeve which
we shall call the counter piston sleeve (13).
[0009] A piston (1), the inside of which is hollowed cylindrically,
which is why we shall call it the cylinder piston (11), is inserted
in the main piston of the engine (17), in such a way that the
counter-piston (12) is located inside it. Naturally, the assembly
must provide a piston comprising two parts subsequently connected
to each other in a fixed way after the intrusion of the
counter-piston. The lower part of the cylinder piston will be
connected by means of a rod (2) which in turn will be connected to
the crank pin of the crankshaft (3).
[0010] This assembly of parts will enable us to distinguish three
types of chambers. First of all a chamber located between the head
of the cylinder piston and the head of the cylinder which we shall
call the main cylinder (19) as opposed to the cylinder of the
piston. A second chamber, located between the lower part of the
counter-piston and the lower part of the cylinder piston will be
called the exhaust pre-chamber or waste gas intake chamber (18).
Lastly, a third chamber, located between the upper part of the
counter-piston and the upper part of the cylinder piston will be
called the fresh substance intake pre-chamber (22).
[0011] We can now deal with the specific functioning of this
engine. The first stroke of the engine could rightly be considered
as the gas exhaust stroke. This exhaust--as we shall see--will be
total and may consequently allow maximum restriction and therefore
filtering (FIG. III). Indeed, when the cylinder piston (11) rises
again in the main cylinder (17), we notice that the pre-exhaust
chambers (18) have been reduced to zero, which forces the total
evacuation of waste gases. This total evacuation, acting as a pump,
therefore withstands very well a restriction of the engine caused
by the filtering of the gases.
[0012] When the cylinder piston (11) comes down again, the exhaust
pre-chamber (18) will have grown bigger, the exhaust valve will
have closed and all the openings will be in the occlusion phase. A
vacuum is then created in this chamber. At the time of its arrival
at its lowest level, the counter-pistons and the cylinder piston
will clear the openings of the waste gas intake pipe (40). The
waste gases will then be taken in through the waste gas intake pipe
to the pre-exhaust chamber. The waste gases therefore enter the
exhaust pre-chamber (18) by suction, this pre-chamber being, unlike
in conventional engines, in its most expanded phase simultaneously
with the most expanded phase of the main cylinder.
[0013] On the other side of the main cylinder will be placed a
fresh gas intake pipe (21), to which will be connected a
carburettor (6). In this way, therefore, the suction of the burnt
gases into the exhaust chamber will lead to that of the fresh gases
(22) into the main cylinder. This is what leads us to say that in
this engine, the gas intake stroke is subsequent and consequent to
the gas ejection stroke.
[0014] The cylinder piston then rises again, and as fresh gases
have been taken in, when the cylinder piston is again completely at
the top, we can speak of compression and explosion of the gases
while simultaneously, from the exhaust pre-chamber, a total
pressurised exhaust takes place again.
[0015] It now remains for us to comment on the functions which can
be attributed to the third chamber, namely the fresh substance
pre-intake chamber. Three main functions can be attributed to
it.
[0016] Firstly, this chamber can serve as a subsidiary means of
supply of fresh gases, through an intake pipe (26) located in the
sleeve of the counter-piston and through a non-return valve (27)
located on the upper face of the counter-piston (12). The expansion
of this chamber will suck in the fresh gases during the rise of the
cylinder piston, and being compressed when it falls again, it may
be injected complementarily in the main cylinder through openings
located in the lower part (28) of the sleeve of the counter-piston.
This thrust of the fresh gases will be carried out in a manner
complementary to its intake. Naturally, in this version, the
carburettor will be attached to the intake pipe of the pre-intake
chamber.
[0017] A second function can be assigned to the pre-intake chamber.
Indeed, we can choose to continue to supply the engine with gas
from the openings already mentioned, in the side of the main
cylinder, and simply admit air into the pre-intake chamber. This
air can perform various functions. It can for example be injected
in the engine just between the waste gases and the fresh gases, to
form an air cushion between them, ensuring the cleanliness of the
fresh gases. We shall then speak of a three-stroke engine.
[0018] One can also choose to use the intake pre-chamber as an air
pump serving as a cooling system for the cylinder and the engine
block (101). In this last version, the heated air can exit at the
entry of the carburettor. All these functions can also be
calibrated and thus be used in a mixed way, the intake pre-chamber
being used both for supplying the air cushion and for ventilating
the engine and pumping in the carburettor.
[0019] It should be noted that in addition therefore to providing
the possibility of better filtering, these types of engines enable
two-stroke type supplies, but only of gas, which adds to the saving
of energy.
[0020] In addition, these types of total exhaust engines can be
combined with conventional intakes.
[0021] A second embodiment of the invention possesses similar
properties to the previous one and will be obtained by the use of a
piston whose shape, if we make a transverse cut, is that of a
letter H, hence the name "H piston" (36). This H piston, which will
be slid into the main cylinder (17), will be simultaneously joined
to a counter-cylinder (35) (FIG. IV).
[0022] Indeed, a piston whose lateral shape recalls that of a
letter H is inserted into the main cylinder (17), in such a way
that each side of this letter H is located on either side of a wall
rigidly fixed in the main cylinder and which we shall call the
counter-cylinder (35). This counter-cylinder is perforated in its
centre and enables the intrusion and sliding of the narrow part
constituting the central sleeve of the H piston (37).
[0023] The H piston (36) will be connected at its base to a rod
which, at its other end, will be connected to the crank pin of the
crankshaft (3).
[0024] As in the previous embodiment, this configuration allows
three separate chambers to be established, namely the main cylinder
(17), the exhaust pre-chamber (18) and the intake pre-chamber
(40).
[0025] As in the previous configuration, since the gases are taken
in by suction, the first stroke of this engine will be the exhaust
stroke.
[0026] In FIG. 5b, the exhaust pre-chamber is reduced to zero. The
waste gases are injected into the exhaust pipe (23), and passing
through the non-return valve they reach the filter. This way of
providing for the exhaust can accept a high restriction produced by
a high level of filtering.
[0027] The H piston will then come down again and the exhaust valve
will close again automatically. This descent will cause a vacuum in
the exhaust pre-chamber. At the lowest level of descent of the H
piston (FIG. 5a), a pipe passing through the wall of the
counter-cylinder (19) will allow the compressed gases in the
chamber of the main cylinder to be sucked in by the exhaust
pre-chamber, or waste gas intake chamber (18). Pipes located in the
opposite part of the main cylinder, attached to the carburetion
system, will enable the fresh gases to be sucked into the main
cylinder (37) by the emptying of the waste gases (20) to the
pre-exhaust chamber (18).
[0028] The subsequent rise of the H piston will recompress the
fresh gases, along with the waste gases located in the exhaust
pre-chamber. At the end of this rise, the gases will be exploded in
the main cylinder (17) while the waste gases will again be one
hundred percent ejected towards the filtering.
[0029] As in the previous embodiment, various functions can be
attributed to the fresh substance pre-intake chamber. It may be
primarily this chamber which completes the intake. Indeed, a pipe
(43) to which the carburettor will be connected may be located in
the wall of the counter-cylinder and a non-return valve (44) may be
located at the output of this pipe, on the external and upper
surface of the wall of the counter-cylinder. The gases will then be
simultaneously pushed and sucked into the cylinder.
[0030] A different configuration will allow air to be integrated in
the intake pre-chamber. This air will be injected between the waste
gases and the fresh gas intake. Another configuration will allow
the pre-intake chamber to be used as an air pump for cooling the
gases. Finally, a mixed solution can be used by injecting some of
the heated gases into the carburettor, with the rest of the gases
being used as a cushion.
[0031] A simplified embodiment of this invention will require two
systems with cylinder (17), counter-cylinder (35) and T piston
(47).
[0032] In this configuration, the T piston (47) is inserted into
the main cylinder (17) and its sleeve will be inserted into the
pipe of the wall which constitutes the counter-cylinder (35). The
end of this sleeve will be connected to a means such as a rod,
which will in turn be connected to the crank pin of the crankshaft
(3).
[0033] The effect of this configuration is to produce two different
chambers, one of the main cylinder (17) and one of the pre-exhaust
(18), the first being located between the head of the piston and
the main cylinder, and the second between the upper wall of the
counter-cylinder and the internal surface of the T piston.
[0034] In this configuration, two systems are necessary because the
expansion of an exhaust pre-chamber must be coupled to the cylinder
of the complementary system in such a way as to suck in the waste
gases when the T piston is in its lowest position, thus sucking in
the fresh gases. Simultaneously, the exhaust intake system explodes
in its upper part (19), while the system in gas intake phase expels
its gases (18) in the lower part of its system.
[0035] Another embodiment of this invention (FIG. IX) proposes, to
attain similar results, the use of a W piston (57). A W piston,
i.e. a piston equipped with a circular crucible suitable for
accommodating the internal cylinder of the poly-cylinders (104)
will be, at its upper end, interleaved both in the main cylinder
and in the secondary cylinder, and will have its lower end attached
to the crankshaft by a means such as a rod. We shall call the
chambers located between the surface of the doughnut shaped part of
the piston and the secondary cylinder, the exhaust pre-chamber
(18). In this configuration, we observe that when the piston W is
in its lowest phase, the exhaust pre-chamber (18) is in a vacuum
state. An opening (17) located between the main cylinder and the
exhaust pre-chamber will enable intake of the waste gases (26). In
turn, the expulsion of burnt gases will suck in the fresh gases
from the outside into the main cylinder (28). When the piston rises
again, the gases contained in the main cylinder will be ignited. As
the top of the secondary cylinder will be lower, the gases
contained in the secondary cylinder will be totally evacuated and
the engine will be capable of withstanding a high level of
restriction and therefore of filtering.
[0036] The next technical solution (FIG. XI and XII) is an
embodiment similar to the previous ones, but with the piston having
an overturned T shape.
[0037] We can also note an adaptation of the present design of the
engines to rotary type engines (FIG. XIII). Indeed, we can assume a
more convex triangle piston (60) capable of ejecting gases one
hundred percent, and therefore of sucking in new waste gases and,
hence, lead to the filling of the main cylinder with new fresh
gases.
[0038] The next embodiment can be applied in that it is necessary
to retain a four-stroke engine system. In this case, we can assume
the use of an active counter-piston as an exhaust valve (70). This
secondary piston will, on exhaust, approach the main piston in such
a way as to reduce the exhaust chamber to zero. This method will be
capable of accepting a high level of resistance.
[0039] A final solution, of a more mechanical type, aims to raise
the main piston higher during the exhaust than in the explosive
phase, sufficiently to reduce the possible compression of the gases
to zero.
[0040] To obtain this mechanical solution, the lower end of the rod
(2) must be connected to a cam (83) positioned in rotary fashion
around the crank pin of the crankshaft. To this cam a gear (84) is
rigidly attached, this gear being coupled to a fixed gear (85),
attached to a sleeve (80) passing through the crankshaft and
connected rigidly to the body of the engine.
BRIEF DESCRIPTION OF FIGURES
[0041] FIG. I is a transverse cross section of a two-stroke type
engine. The gases are injected from the base of the engine under
pressure in the cylinder.
[0042] FIG. II represents the position of the piston during maximum
exhaust of a four-stroke engine.
[0043] FIG. III a) and b) represents a transverse cross section of
an anti-discharge self-supercharging engine. We notice the main
cylinder (17), the cylinder piston (11) and the counter-piston
(12), the assembly of which determines the chambers of the main
cylinder (17), the exhaust pre-chamber (18) and the fresh substance
intake pre-chamber (19). In b), the engine is in its waste gas
expulsion phase, the first stroke of this type of engine, whereas
in a) the parts have been placed in the waste and fresh substance
intake phase.
[0044] FIG. IV is a three-dimensional view of the previous
embodiment.
[0045] FIG. V a) and b) represents a transverse cross section of a
different embodiment of this invention. Here, the piston is more
H-shaped, and with the cylinder and the counter-cylinder (12), it
separates three chambers, i.e. the main cylinder (17), the exhaust
pre-chamber, or waste gas intake chamber (18), and the fresh
substance pre-intake chamber.
[0046] In b), the piston is at its highest level, and the exhaust
pre-chamber being compressed, the engine is in its exhaust phase,
whereas in a) the parts have been placed in the waste and fresh gas
intake phase.
[0047] FIG. VI is a similar configuration to the previous one, but
the parts have been placed in three dimensions.
[0048] FIG. VII is a schematic cross section of an engine
comprising in its composition two complementary T-shaped piston
engine systems, where the exhaust pre-chamber of one become the
waste gas suction pump of the other, and vice versa.
[0049] FIG. VIII is a three-dimensional view of the previous
embodiment.
[0050] FIG. IX shows an embodiment of the invention using a
W-shaped piston, inserted in a poly-cylinder. Here we see the waste
gases being transferred from the main cylinder to the exhaust
pre-chambers, and thereby sucking in fresh gases.
[0051] FIG. X is a three-dimensional view of the previous
embodiment.
[0052] FIG. XI shows a simplified version of the invention made by
the use of a reversed T-shaped piston. Here, the wide part of the
piston is inserted in the widest part of the cylinder, while the
narrow part is inserted into the narrowest part of the cylinder. We
then see that when the piston is, as here, in its lowest position,
the gases are sucked in from the main cylinder to the waste gas
intake chamber, which implies intake of the fresh gases into the
main cylinder.
[0053] FIG. XII is a three-dimensional view of the previous
embodiment.
[0054] FIG. XIII shows the embodiment of a rotary type
anti-discharge engine. One of the two blades, the more convex one,
ejects the old gases and sucks in new waste gases. These actions
have the effect of introducing fresh gases in the main cylinder. We
should note that the blade attributed to the waste gases could be
replaced by a piston system.
[0055] FIG. XIV shows a four-stroke engine whose total exhaust will
be obtained by a piston valve, this valve filling the gap remaining
at the end of the travel of the piston.
[0056] FIG. XV shows an engine in which a crankshaft is positioned
in rotary fashion. On the crank pin of the crankshaft is mounted a
cam equipped with a gear interleaved with another gear located on a
transverse pin crossing on its length and rigidly attached to the
body of the engine. As the rod and the piston are attached and
therefore subject to this action of this cam, every other rotation,
i.e. on exhaust, they will be raised higher to close the exhaust
chambers completely.
DETAILED DESCRIPTION OF FIGURES
[0057] FIG. 1 is a reproduction of a conventional two-stroke
engine. In this case, the parts have been placed in the gas intake
phase. We see here a piston (1) connected to a rod (2), this rod
being connected in rotary fashion to a crankshaft (3). The whole
assembly is inserted in an engine block (4), to which a cylinder
(5) is rigidly attached. The entry of the gases (200) in the base
of the engine is controlled by a valve (7) and a carburettor (6).
On opening of the supply pipes (202), the fresh gases are in their
maximum state of low compression, and the low chamber formed by the
engine block is its most restricted dimension. Consequently, they
will be injected by thrust into the cylinder (17) and will
therefore expel the waste gases (100).
[0058] As the chamber of the cylinder is then in its most enlarged
phase, it goes without saying that a blockage or restriction of the
exit would automatically cause the compression rather than the
evacuation of the waste gases, which would make subsequent burning
impossible. Any use of the gas filters which has a restrictive
action will therefore be inapplicable.
[0059] FIG. II represents a four-stroke engine in its evacuation
phase. We see here the piston (1), the rod (2) and the crankshaft
(3), the whole assembly mounted in an engine block (4) and a
cylinder (5). As the movement of these parts is the same during
compression/explosion as during exhaust, the free spaces located
above the piston (10) will therefore be the equivalent of the
combustion chambers, and consequently, if we prevent or restrict
the gas exhaust paths, an undue compression of the waste gases,
which will thus remain in the cylinder, will subsequently prevent
normal supply of the engine. The engine will then be asphyxiated
and suffocate in its old gas. For these reasons, as in the first
case, this engine does not accept restrictive filters. The same
applies to rotary engines, whether two-stroke or four-stroke.
[0060] FIG. III represents the two main strokes in an
anti-discharge self-supercharging engine, namely the waste gas
intake phase A, and the waste gas total expulsion phase B. Here,
the parts have been placed in what we will consider to be the two
main strokes of the engine, namely the intake of the waste gases
into the exhaust pre-chamber (18) and the total expulsion of the
waste gases (18). In this type of engine, we will find first of all
an engine block (4) in which a crankshaft is mounted in rotary
fashion. To this block is attached a cylinder (5) in which will be
inserted a different type of piston which we shall call the
cylinder piston (3). A new piston type component, which we shall
call the counter-piston (11) will be rigidly connected to a sleeve
(13), this sleeve itself being, at its opposite end, connected in
fixed fashion to the head of the cylinder. The cylinder piston, so
called because it is equipped with an internal cylinder, will be
simultaneously inserted in the main cylinder and coupled to the
counter-piston in such a way that the counter-piston is inserted in
its own internal cylinder (17). Naturally, in practice, the
cylinder piston (12) must be constructed in two parts, to make it
possible to insert the counter-piston in it and then close the
exhaust pre-chambers or waste gas intake pre-chambers (8).
[0061] The lower part of the cylinder piston (11) will be
indirectly connected to the crank pin of the crankshaft (3) by a
means such as a rod (2). We notice that the attachment of these
parts creates three different chambers which we shall call the main
cylinder (17) the exhaust pre-chamber (18) and the fresh substance
pre-intake chamber (19).
[0062] The aforementioned parts will function as follows:
[0063] At the present stage (FIG. 3a), a limit vacuum has been
created between the lower parts of the counter-piston and the
cylinder piston, in what we will call the exhaust pre-chamber (18).
At this moment, the piston is located at a precise point where
openings passing through it join pipes (40) located in the cylinder
and whose second outlet will be just above the cylinder piston. We
shall call these pipes `burnt gas intake pipes` (40). At this
stage, as the cylinder piston and the counter-piston simultaneously
clear the inlets, and as the exhaust pre-chamber is in a state of
maximum depression, the gases located in the main cylinder will be
sucked (20) into the exhaust pre-chambers. We therefore see that,
unlike in conventional engines, the chambers in question, namely
the burnt gas intake chamber (18) and the cylinder chamber must be
simultaneously in their maximum expansion phase. We also see that
the fresh gas intake is a consequence and not a cause. Indeed, on
the opposite side to the main cylinder there will be located pipes
passing through it, which we shall call `fresh gas intake pipes`
(21), which will be connected to the carburettor (6).
[0064] The suction of the waste gases towards the pre-exhaust
chambers, or old gas intake chamber (18) will cause the intake of
the fresh gases into the main cylinder (22).
[0065] When it rises again, the cylinder piston will close the
openings of the waste and fresh gas intake pipes. A pressure will
form in the exhaust pre-chamber. This pressure will totally push
the gases into the exhaust pipe (23) located in the sleeve of the
counter-piston and will open the non-return exhaust valve (24).
These gases, thus forced outwards by a pump type action without any
direct link with the engine supply, may consequently accept a high
level of restriction, and therefore be filtered with high
restriction filters, i.e. ones which are very anti-polluting. In
addition, as the explosion has no contact with the outside, we can
dispense with the need for an exhaust pipe on these engines. It
should also be noted that this design produces two-stroke engines
only with gas, which reduces the pollution aspect of the engines
while increasing their efficiency.
[0066] During this total evacuation of the gases, on the main
cylinder (17) side we will notice that the gases located there are
in a compression state, and the engine is also in the conventional
explosion phase.
[0067] We can now take a closer look at the functions which can be
attributed to the fresh substance pre-intake chambers (19), the
chambers which are located between the upper part of the cylinder
of the cylinder piston and the upper part of the
counter-piston.
[0068] Three main functions can be attributed to them. First of
all, they can act in a way complementing the fresh gas intake.
Indeed, the gases can be admitted through a fresh substance intake
pipe (26) passing through the sleeve of the counter-piston and
leading to a non-return valve (21) located on the upper face of the
counter-piston. We shall call these components the supply pipes and
fresh substance supply valve. When the cylinder piston rises, the
pre-intake chamber will be enlarged, causing the intake valve to
open, and fresh gases will be sucked into it. When the cylinder
piston completely descends again, a means, such as half-moon
openings in the bottom of the sleeve of the counter-piston for
example, will enable the gases located in the pre-intake chamber to
be propelled into the main cylinder, replacing the waste gases
sucked in by the exhaust pre-chambers. These could be fresh gases,
this method of intake replacing the first one and complementing the
suction mentioned above.
[0069] Another way of using the intake pre-chambers is to get them
to incorporate air. This method will allow an air cushion to be
injected into the cylinder between the fresh and waste gases,
separating them, and ensuring both the cleanliness of the fresh
gases and the complete evacuation of the waste gases. What could be
called a three-stroke engine will be produced in this way.
[0070] By another method again, we can use the pumping action of
the intake pre-chambers to propel fresh air into the walls of the
bodies of the cylinder and the engine block, with the aim of
creating a system for cooling the engine with air.
[0071] We should note that a combination of these solutions for use
of the intake pre-chambers can be produced by propelling hot air
which has passed through the walls of the engine into the
carburetion system, reserving some of this air to act as an air
cushion.
[0072] Before moving on to the next figure, let us briefly say a
few words concerning the segmentation of this type of engine.
[0073] Firstly, segments will be necessary on the external surface
of the rim of the counter-piston (33). Indeed, on the inside first
of all, segments will preferably be placed between the cylinder
piston and the sleeve of the counter-piston (32) so as to isolate
the master cylinder completely from the pre-intake chambers (18).
As regards the outside, segments must be placed at the top and
bottom of the cylinder piston (11).
[0074] Lastly, a small circular segment (34) may be installed on
the lower opening of the waste gas exhaust pipe, such that when it
rises the exhaust and intake pipes do not communicate via the
circumference of the cylinder piston. In addition, it should be
noted that the exhaust pipe must not be in the exact direction of
the movement of the cylinder piston, so that its upper opening is
not located opposite that of the cylinder piston. Indeed, in the
upper part of its travel, the waste gas intake pipe of the piston
itself must remain in a blocked state.
[0075] FIG. IV shows a three-dimensional view of an embodiment as
described in the previous figure. We find the main components here,
namely the engine block (4), the engine cylinder (5), the
crankshaft (3), the rod (2), the counter-piston (12) and its sleeve
(13), the cylinder piston (11), the waste gas intake pipe (40), the
air intake pipe (28), and the exhaust pipe (23). We find also the
main segments of the counter-piston (12), the internal cylinder
(17) and the cylinder piston (11).
[0076] Here, the engine has been placed in waste gas (20) and fresh
gas intake phase. The fresh gases, simultaneously with the suction
of the intake pre-chambers, will receive heated air from the air
intake chamber which has circulated throughout the engine.
[0077] FIG. V represents a transverse cross section of the two main
strokes of a different embodiment of the invention. Like the first,
this embodiment succeeds in totally driving out the waste gases
from the engine, complying with a high level of restriction which
high density filters can offer.
[0078] In this embodiment, a crankshaft (3) is positioned in rotary
fashion in an engine block (4). A cylinder (5) is rigidly attached
to this block. In this block, which we shall call the main
cylinder, a wall is located transversely, equipped at its centre
with a pipe enabling the movement of the thin part of the H piston
(36). We shall call this wall the counter-cylinder (35). In
combination, and in such a way that each part of its H is located
on a different side of the counter-cylinder, an H piston is
inserted in the main cylinder, and simultaneously has its narrow
part in the centre, the sleeve of the piston inserted in the
central pipe of the counter-cylinder (38). We call it an H piston
because a transverse cross section of such a piston is shaped like
a letter H. The lowest part of this counter-piston will be
connected (16) indirectly to the crank pin of the crankshaft by a
means such as a rod (2).
[0079] In this embodiment, we find three independent chambers,
which will have the same properties and parts lists as in the
previous embodiment. These are the exhaust pre-chambers or waste
gas intake chambers (18), the main cylinder (17) and, finally, the
fresh substance pre-intake chambers (40). The first of these will
be located between the lower part of the H piston and the lower
side of the wall of the counter-cylinder. The main cylinder,
meanwhile, will be located between the highest part of the piston
and the main cylinder itself. The fresh gas pre-intake chamber will
be located between the upper part of the H piston and the upper
part of the wall of the counter-cylinder.
[0080] As in the first case, when the H piston descends to the
lowest level, the waste gas pre-intake chamber has enlarged to its
maximum, creating a vacuum. A means such as a small half-moon
located in the top of the sleeve part of the H piston (39) will
cancel out the segmentation effect and therefore allow the waste
gases of the main cylinder to be sucked in (20) under the effect of
the intake, into the pre-exhaust chamber through waste gas intake
pipes (19) which in this version pass through the partition of the
counter-cylinder.
[0081] As in the first case, the fresh gases will replace the waste
gases by suction. In this case, they will be integrated by intake
pipes (91) located in the wall of the main cylinder and connected
to the carburetion system.
[0082] When it rises, the exhaust pre-chamber (18) and the chamber
of the main cylinder will be reduced. The waste gases will
therefore be totally evacuated, accepting the restriction of high
filtering, while the compressed fresh gases will be exploded.
[0083] As in the first embodiment, segments will be necessary at
strategic points, in such a manner as to correctly isolate the
various chambers. First of all, on the circumference of each
enlarged part of the H piston (11), bearing on the main cylinder.
Then inside the main pipe of the counter-cylinder, bearing on the
thin part of the H piston (42).
[0084] Again as in the first embodiment, the fresh gas pre-intake
chamber can be produced in various ways. It can serve first of all
as a complementary fresh gas intake system. In such a case, a pipe
externally connecting the carburetion system to the engine will be
made in the wall of the counter-cylinder, and will be terminated on
the upper part of the counter-cylinder by a non-return valve (44).
Under the effect of the enlargement of this chamber, the fresh
gases will be pre-admitted in the engine. When it closes, the
pre-intake chamber will compress these gases which, by a means such
as a half-moon made in the main cylinder (18) may cancel out the
effect of the segmentation and penetrate the cylinder, acting in a
manner complementary to the suction of the waste gases.
[0085] The intake pre-chamber can also serve as an air pump,
serving either to integrate an air cushion between the waste and
fresh gases, or as a pump for air cooling of the cylinder and the
engine block. Lastly, all these effects can be combined, forcing
the heated air of the engine to supply the carburetion system under
pressure.
[0086] FIG. VI is a three-dimensional view of the previous
embodiment.
[0087] Here we find the engine block (4), the cylinder (5), the rod
(2), the counter-cylinder (35), the H piston (39), the waste gas
pre-intake chambers (40) of the main cylinder (17) for pre-intake
of fresh gases (18), the segments of the counter-piston (46) and
piston, the exhaust pipes and valve (24), intake pipes and valves
and air circulation pipes.
[0088] FIG. VII is a transverse cross section of two main strokes
of a simplified embodiment of the previous ones which nevertheless
requires two T piston systems (47) coupled with a
counter-cylinder.
[0089] In this embodiment, two systems are indeed necessary and
simultaneously perform the opposite strokes of this engine. In this
embodiment, a crankshaft (3) possessing two crank pins (46) in
opposite positions, is positioned in rotary fashion in an engine
block (4). To this block are attached two cylinders (5) in which
counter-cylinders (3) are placed rigidly. In each cylinder is
inserted a T piston, the sleeve of which (47) is inserted in the
internal pipe of the counter-cylinder (48). Each of these T pipes
is indirectly connected at its lower end by a means such as a rod
(37) to a crank pin of the crankshaft.
[0090] In this type of arrangement, two chambers are created,
namely the chamber of the main cylinder (17) and the gas pre-intake
chamber (18). The latter chamber is located in the lower part of
the T piston and the wall of the counter-cylinder. In this chamber,
we can decide to pre-admit fresh gases to send them subsequently
into the cylinder. This method will make it possible to produce a
two-stroke engine only with gas, which has already been obtained,
but on which the restriction of the exhaust cannot be
controlled.
[0091] We can nevertheless act differently if we bring the two
systems into operation simultaneously. Indeed, by connecting the
exhaust gas (18) intake pre-chamber of one system to the cylinder
of the complementary system (19) we can then ensure that the vacuum
created in the gas pre-intake chamber of one system sucks in the
waste gases of the complementary system (20). As in the previous
case, pipes located in the wall of the cylinder and connected to a
carburetion system will allow the burnt gases to be replaced by
fresh gases (21) by a suction effect in the complementary system.
One half-revolution further on, it is the opposite situation which
will arise, since it will be the gas pre-intake system of the
second system which will supply the main system. For the same
reasons as before, this engine will accept a high level of
restriction caused by the filters, will no longer require any
exhaust silencer, and will only have two strokes, namely
suction-suction and compression-compression.
[0092] FIG. VIII represents a three-dimensional cross section of
the previous embodiment. Here we find the engine block (4), the
crankshaft (3), the two cylinders (5) and counter-cylinder, the two
T pistons (41), together with the waste gas (20), fresh gas (21)
and exhaust (23, 24) intake pipes.
[0093] FIG. IX is a transverse cross-section of an embodiment even
more elementary than the previous ones. Here, a crankshaft (3) is
positioned in rotary fashion in the engine block (4), and to this
block a cylinder (5) is rigidly attached. A counter-cylinder (35)
has been rigidly fitted in this cylinder, but this time it is not
transverse but in the same direction as the cylinder itself (17). A
W piston (51), i.e. a piston in which a cylindrically-shaped part
has been cut, and which consequently is shaped like a letter W when
represented in cross section, is slid both into the cylinder and
into the counter-cylinder (220).
[0094] This method makes it possible to distinguish for this
configuration two separate chambers, namely, as previously, the
waste gas intake chamber (18) and the chamber of the main cylinder
(17). It should be noted that the opposite arrangement would give
the same result.
[0095] In the first stroke of the engine, the W piston is at its
highest level, and thus the gas pre-intake chamber is in a state of
vacuum and therefore suction. We can imagine that at this stage a
pipe located in the wall of the vertical counter-cylinder cancels
out the sealing of the two chambers. This is the burnt gas intake
pipe. As before, therefore, the waste gases located in the chamber
of the main cylinder will be sucked into the pre-exhaust
chamber.
[0096] If we assume, as before, that fresh gas intake pipes (21)
are located in the wall of the main cylinder and connected to a
carburetion system, we will note that, as previously, under the
effect of the suction, the fresh gases will be sucked in to replace
the old gases The exhaust gases will thus be able to accept a high
degree of restriction caused by a high filtering density.
[0097] FIG. X represents a three-dimensional cross section of the
previous embodiment. Here we find the engine block (4), the rod
(2), the W piston (51), the cylinder (17), the vertical
counter-cylinder (40), the waste gas intake (40), exhaust (23) and
fresh gas intake (21) pipes, together with the fresh gas intake
chambers and the main cylinder (17).
[0098] FIG. XI represents a schematic cross section of a second
simplified version of this invention. Here, the piston has an
inverted T shape (300). This piston is inserted in the cylinder
which has a complementary shape (301), and is also connected by a
means such as rod to a means such as a crankshaft. This method
separates the burnt gas intake chambers (18) and a main cylinder
(17). As previously, the burnt gases will be first pumped towards
the outside (302) thus creating, when the piston comes down again,
a vacuum in the burnt gas intake chambers, which will suck in new
burnt gases (303), and thereby suck in new fresh gases (304) into
the main cylinder.
[0099] FIG. XII is a three-dimensional view of the previous
embodiment. Here we find the inverted T piston, the main and
auxiliary cylinder, the waste gas intake chambers (18), the waste
gas intake pipes, the main cylinder (17), the fresh gas inlet (305)
and burnt gas exhaust pipes.
[0100] FIG. XIII represents a schematic cross section of what could
be the embodiment of such a design in a rotary engine. We should
assume two triangular pistons, one convex (60) and the other
concave (61). The more bulbous of the two would drain out almost
one hundred percent of the old gases and would cause a suction
stroke similar to the previous embodiments, sucking into the
complementary chamber, through pipes positioned for this purpose
(40), waste gases which would in turn suck in the fresh gases (21).
On the following stroke, while a piston would drain the gas, the
additional piston would be in a state of explosion.
[0101] FIG. XIV represents a more mechanical manner of obtaining a
maximum evacuation. In this embodiment, a crankshaft (3) is
positioned in rotary fashion in an engine block (4) and a cylinder
(5) is attached rigidly to this block. A piston (1) is inserted in
this cylinder (17) and is connected to the crankshaft (3) by a
means such as a rod. A piston valve (70), attached to a cam (14),
covers the head of the cylinder and, while clearing the fixed valve
(71), opening every other revolution, lowers itself (73) towards
the height of the piston in such a way as to reduce the combustion
chambers to zero and thus force the complete evacuation of the
gases, accepting a high rate of restriction caused by high density
filters.
[0102] FIG. XV represents another mechanical way of obtaining a
total evacuation of the gases. This time, a crankshaft is mounted
in rotary fashion in the block of an engine (4) supported on one of
its sides on a pin (80). To this block is rigidly attached a
cylinder (5) in which a piston is located in sliding fashion. This
piston is connected to a rod (2). This rod is connected at its
other end to the crank pin of the crankshaft by the insertion of a
cam (83). This cam is mounted on the crank pin of the crankshaft
and is fitted with a gear (4). This gear is coupled to a gear fixed
(85) rigidly to a pin (80) passing through the main sleeve of the
crankshaft and rigidly connected to the body of the engine.
[0103] By calibration of the gears of this configuration, we can
influence the cam of the crank pin in such a way that every other
revolution, the piston is totally embedded in the cylinder and thus
forces the total evacuation of the gases, and consequently a high
restriction tolerance.
* * * * *