U.S. patent number 3,766,399 [Application Number 05/298,824] was granted by the patent office on 1973-10-16 for combustion engine driven generator including spring structure for oscillating the inductor at the mechanical resonant frequency between power strokes.
Invention is credited to Mihai Demetrescu.
United States Patent |
3,766,399 |
Demetrescu |
October 16, 1973 |
COMBUSTION ENGINE DRIVEN GENERATOR INCLUDING SPRING STRUCTURE FOR
OSCILLATING THE INDUCTOR AT THE MECHANICAL RESONANT FREQUENCY
BETWEEN POWER STROKES
Abstract
A generator in which the inductor is operatively connected to
spring structure to be periodically oscillated relative to an
induced current coil, at frequencies of mechanical resonance and
responsive to irregular power strokes of an engine piston.
Inventors: |
Demetrescu; Mihai (Irvine,
CA) |
Family
ID: |
23152149 |
Appl.
No.: |
05/298,824 |
Filed: |
October 19, 1972 |
Current U.S.
Class: |
290/40R; 92/131;
123/46R; 290/1R; 60/699; 123/46E |
Current CPC
Class: |
H02K
35/02 (20130101); H02K 7/1884 (20130101); F02B
63/041 (20130101); F02B 1/04 (20130101) |
Current International
Class: |
H02K
7/18 (20060101); H02K 35/02 (20060101); H02K
35/00 (20060101); F02B 1/04 (20060101); F02B
1/00 (20060101); H02p 009/04 () |
Field of
Search: |
;123/46,46F ;185/9
;60/6,7,13F,26 ;92/131 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Simmons; G. R.
Claims
I claim:
1. In an electric generator of the internal combustion engine type,
generator structure including an inductor adapted to be driven
directly by power strokes in the operating cycle of the engine, and
spring structure reacting to said power strokes to oscillate the
inductor at the frequency of mechanical resonance between
successive power strokes to generate electricity.
2. Electric generator according to claim 1 including also means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the incidence of power strokes in the
operation of the engine.
3. Electric generator according to claim 1 including also means to
pass fuel or fuel-free air into the cylinder in timed relation to
the engine operating cycle and selectively to define a
predetermined sequence of power strokes and nonpower strokes
respectively in the engine operation.
4. Electric generator according to claim 3 in which fuel is passed
into the cylinder in fixed quantities and at varying rates
according to said stroke sequence.
5. Electric generator according to claim 3 including also means to
vary over time the ratio of power strokes to nonpower strokes in
the operation of the engine.
6. Electric generator according to claim 3 including also means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the ratio of power strokes to nonpower
strokes in the operation of the engine.
7. Electric generator according to claim 3 in which said fuel and
air passing means includes a fuel intake port and means to
predisperse fuel liquid for passage through said port.
8. Electric generator according to claim 1 including also generator
output lines and motor means operatively connected thereto.
9. Electric generator according to claim 1 including also generator
output lines and electrical energy storage apparatus operatively
connected thereto.
10. Electric generator according to claim 1 in which said engine
operates in the diesel cycle and includes a piston adapted to
compress air within the cylinder for spontaneous ignition upon
addition of fuel.
11. Electric generator according to claim 1 in which said engine
operates in the Otto cycle and includes spark means adapted to
ignite a fuel-air mixture within the cylinder for the engine cycle
power stroke.
12. In an electric generator of the internal combustion engine type
having a cylinder and a piston, a stationary generator portion
beyond the cylinder and a movable generator portion connected
directly to the piston for displacement axially of the cylinder
relatively past the stationary generator portion responsive to fuel
combustion in the cylinder, spring structure acting on the piston
and the movable generator portion and reacting to piston
displacement by a power stroke of the engine to oscillate the same
at the frequency of mechanical resonance to generate alternating
current of harmonic frequency, and means to maintain said resonant
oscillations.
13. Electric generator device according to claim 12 in which said
cylinder is provided with an inlet for combustible fuel mixture and
an exhaust outlet, and said device including also means to feed
combustible fuel mixture or fuel-free air into the cylinder through
said inlet in timed relation to the engine operating cycle and
selectively to define a predetermined sequence of power strokes and
non-power strokes respectively in the engine operation.
14. Electric generator device according to claim 12 in which the
means to maintain resonant piston oscillation includes means
sensing the amplitude of piston oscillation, and means responsive
to a sensed change in said amplitude to vary the ratio of power
strokes to nonpower strokes in the operation of the engine by
increasing or decreasing respectively the incidence of fuel
combustions within the cylinder.
15. Electric generator according to claim 14 in which said engine
operates in the diesel cycle, said piston being adapted to compress
air within the cylinder sufficiently for spontaneous ignition of
fuel injected thereinto.
16. Electric generator according to claim 14 in which said engine
operates in the Otto cycle and includes spark means adapted to
ignite a fuel-air mixture within the cylinder for the engine cycle
power stroke.
17. An electric generator of the type having an internal combustion
engine comprising a pair of spaced, axially alined, opposed
cylinders and piston means axially displaceable therein responsive
to fuel combustion within one or the other of said cylinders, said
generator including a magnetic inductor carried by the piston means
between said cylinders, and spring structure coacting with the
piston means to continuously linearly oscillate the inductor at the
frequency of mechanical resonance responsive to fuel
combustion-displacement of the piston means, to generate
electricity of harmonic frequency.
18. Electric generator according to claim 17 in which said magnetic
inductor comprises a permanent magnet.
19. Electric generator according to claim 17 in which said magnetic
inductor comprises a coil and magnetic core.
20. An electric generator comprising a pair of spaced, opposed
cylinders having a common longitudinal axis, each of said cylinders
having an air inlet means, a combustible fuel inlet comprising a
valve controlled inlet port, and an exhaust comprising a valve
controlled exhaust port; a piston in each of said cylinders, said
pistons being coupled together to be displaceable jointly along
said axis in oscillating relation responsive to fuel combustion in
one or the other of said cylinders; a magnetic inductor carried by
the pistons between the cylinders for oscillation along a linear
path parallel to said axis; an induced current coil and magnetic
core therein between said cylinders and adjacent the magnetic
inductor path for generation of electricity upon inductor
oscillations therepast; valve operating means to operate the inlet
port valve and exhaust port valve of each cylinder alternately to
provide therein a fuel and air mixture for combustion to displace
the cylinder piston, and in sequence to exhaust combustion
products; spring structure reacting to said piston displacement to
oscillate said magnetic inductor at the frequency of mechanical
resonance, and means to maintain said resonant frequency
oscillation including means to actuate the valve operating means in
timed relation to piston oscillation responsive to a predetermined
decrease in the amplitude of piston oscillation.
21. Electric generator according to claim 20 including also means
to ignite said mixture within the cylinder in timed relation to the
piston travel to increase the amplitude of inductor
oscillation.
22. Electric generator according to claim 20 including also means
to inject fuel into the cylinder under high pressure in timed
relation to the piston travel for fuel combustion, thereby to
thermodynamically convert the energy contained in said fuel into a
pulsating force applied to said piston.
23. Electric generator according to claim 20 in which the valve
operating means is electrically controlled.
24. Electric generator according to claim 20 including also fuel
injector means for each cylinder for injection of fuel under
pressure for combustion in said cylinder.
25. Electric generator according to claim 20 in which the spring
structure is coaxial with the common cylinder axis and is secured
at one end to the piston.
26. Electric generator according to claim 25 including also
generator output lines and a load comprising motor means
operatively connected thereto.
27. Electric generator according to claim 26 including also
generator output lines and electrical energy storage apparatus
operatively connected thereto.
28. Electric generator according to claim 26 including also a load
and controlled rectifier means arranged to cut the load from the
generator in response to reduction in power demand.
29. Electric generator according to claim 27 including also means
to rectify the current output from the generator.
30. Electric generator according to claim 24 including also means
operating the fuel injection means in timed relation to the engine
operating cycle and selectively to define a predetermined sequence
of power strokes and non-power strokes respectively in the engine
operation.
31. Electric generator according to claim 30 including also means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the ratio of power strokes to nonpower
strokes in the operation of the engine.
32. Electric generator according to claim 25 including also means
to pass fuel or fuel-free air into the cylinder in timed relation
to the engine operating cycle and selectively to define a
predetermined sequence of power strokes and nonpower strokes
respectively in the engine operation.
33. Electric generator according to claim 32 including also means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the ratio of power strokes to nonpower
strokes in the operation of the engine.
34. Method for the generation of alternating current which includes
oscillating a movable generator portion relatively past a
stationary generator portion at the frequency of mechanical
resonance by means of an elastic force acting on the mass of said
movable portion, and pulsatingly displacing the movable generator
portion with the piston of an engine in timed relation with said
oscillations to maintain resonant oscillation.
35. Method according to claim 34 including also sensing the
amplitude of movable portion oscillations and effecting the
pulsating displacing step in response to a predetermined decrease
in oscillation amplitude, to restore maximal amplitude of said
oscillation.
36. Method for the generation of alternating current which includes
oscillating an inductor linearly past a stationary magnetic core
carrying an induced current coil at the frequency of mechanical
resonance by means of springs acting in concert on opposite sides
of the inductor, and occasionally displacing the inductor against
the force of the springs with first and second pistons of an
internal combustion engine, in timed relation with said oscillation
to maintain resonant oscillation.
37. Method for the operation of an internal combustion engine which
includes oscillating the piston of said engine at the frequency of
mechanical resonance determined by an elastic force reacting
against the motion of the combined mass of the engine piston and of
energy conversion means driven by the piston to transform kinetic
energy of their motion into potential energy stored and
periodically returned to the resonant system by said elastic force,
thereby avoiding end-of-excursion loss of kinetic energy.
38. Method according to claim 37 including also pulsatingly
displacing the engine piston with occasional engine power strokes,
and temporarily accumulating the mechanical energy thereof for
release as periodic oscillant energy to the energy conversion
means.
39. Method according to claim 38 including also sensing the
amplitude of said periodic oscillation, and initiating a complete
internal combustion cycle including a power stroke, in timed
relation to said mechanical oscillation, in response to decrease of
said amplitude below a predetermined limit.
40. Method according to claim 39 including also initiating a
complete internal combustion cycle including a power stroke
responsive to a sensed requirement for a predetermined amount of
power to be delivered through said energy conversion means.
41. Method for the operation of a reciprocating engine including
oscillating the piston of said engine at the frequency of
mechanical resonance determined by an elastic force reacting
against the motion of the combined mass of the engine piston and of
energy conversion means driven by the piston to transform kinetic
energy of their motion into potential energy stored and
periodically returned to the resonant system by said elastic force,
thereby avoiding end-of-excursion loss of kinetic energy.
42. Method according to claim 41 including also pulsatingly
displacing the engine piston with irregularly spaced engine power
strokes, temporarily accumulating the mechanical energy thereof for
release as periodic oscillant energy to the energy conversion
means.
43. Method according to claim 42 including also sensing the
amplitude of said periodic oscillation and initiating power strokes
of the admission and subsequent expansion of working fluids
responsive to a predetermined decrease in said amplitude.
Description
REFERENCE TO DISCLOSURE DOCUMENT
This application incorporates subject matter of Disclosure Document
No. 009927, filed Apr. 5, 1972.
BACKGROUND OF THE INVENTION
This invention has to do with generation of electricity and for
that purpose provides a novel generator of improved design. More
particularly, the invention has to do with a radical breakthrough
in electrical power generation technology which enables portable,
almost pollution-free power generation using conventional fuels and
presently widely available and low cost materials of
construction.
The invention will be described in embodiments of particular
utility in automobile propulsion, but the device and method are
plainly applicable to all manner of applications with or without
modification, as the case may be, including all those uses now
known for electric motors which may be conveniently operated by
power provided by the present generator invention and many of those
uses thought to be beyond the electric motor as now known for
reasons of power, cost or weight.
The automobile has of late been the center of much attention, being
attacked as the bete noire of a clean environment and defended as
the sine qua non of modern civilization. Unprecendented
governmental interest and regulation has produced a storm of
engineering effort at the best financed and most capable centers of
scientific talent in this country and elsewhere throughout the
world. These efforts for the most part have been constrained by
traditional thought channels, because of the assumed impossibility
of harnessing conventional fuels to unconventional engines.
The conflict between proponents of automobiles and opponents is a
contest of economic dimensions. Unusual fuels or battery powered
cars would obsolete service stations as they are presently known
creating economic chaos in one of the country's most basic
industries. Turbine powered automobiles pose safety problems of
untold difficulty since no product of like danger potential has
ever been mass marketed. Rapid transit can supplement, but never
supplant the private automobile, and even then, only in the most
densely populated areas. Indeed, the wide availability of the
automobile has made it possible to have suburbs as we now know
them, and suburbs are where people want to live.
The attempted refinement of the present internal combustion engine,
or its Wankel counterpart, through extremes of fineness in tuning
and tolerances, through tailoring of fuels and through ever more
drastic and expensive post combustion treatment of exhaust gases
does not address the fundamental problem, but merely applies
patches to a basically false premise.
No matter how sophisticated (and costly) the engine refinement, the
fuel composition and the after burner technology, the inescapable
fact is that an automobile must go fast or slow, it must stop,
start and idle, it must accelerate and decelerate; and heretofore
these operating requirements have been the shoals upon which
improvements in pollution performance have foundered. The presently
known internal combustion engines, reciprocatory or rotary cannot
be optimized for fast and slow or accelerating and decelerating
operation but compromises must be struck between these operating
modes, and thus pollution generating nonoptimum performance
tolerated a good portion of the time.
My invention takes a different approach. I provide an apparatus
which, while using conventional fuel, operates at optimum
conditions all the time, or it does not operate at all. The
conflicting requirements of more or less power, faster or slower,
in operation of the device, e.g., a car powered by my apparatus,
are treated in such manner, hereinafter explained, that optimum
operation from a pollution standpoint continues regardless of the
ebb and flow of power demand.
Moreover, the efficiency is nearly theoretical, fuel consumption is
reduced overall, fewer parts are required, and those that are
needed are readily available, and in the automobile application,
costly gear train parts and their inherent problems are
obviated.
Accordingly, as will become apparent hereinafter, the
environmental, economic and technological forces heretofore acting
in opposition in the development of low cost, safe prime movers
have been harmonized through the present invention, in that
gasoline distribution is unaffected, present auto design parameters
are retained, the auto after-market continues, the atmosphere is
not subjected to untold tons of pollutants, and withal no
economically unrealisitc innovation is required.
SUMMARY OF THE INVENTION
The invention provides an electric generator apparatus, powered by
internal combustion gases or other working fluid, in which the
inductor is reciprocated relative to the induced current coil, at
the frequency of mechanical resonance.
It will be understood that the mechanical resonating condition is
maintained and from this unique operating characteristic the
manifold benefits of the invention flow. For example, because the
oscillation frequency of a mechanically resonating mass and spring
system is precisely determinable, the frequency of current output
is fixed, at a harmonic of the oscillation frequency, e.g., at 60
Hertz. As is known, the energy required to maintain resonant
oscillation is a small fraction of the energy required to oscillate
the same mass at other than resonant frequencies, nonetheless, the
energy derived from each oscillation, as voltage and current, is
the same since the induction coil does not know the energy required
to move the inductor.
Moreover, because the inductor resonates, the energy pulses are not
only small but may be fixed in total energy and varied in their
rate of incidence. Thus, for example, an internal combustion engine
may be used to displace a piston carrying the inductor, the
cylinder receiving metered and constant or fixed quantities of
combustible fuel-air mixture to effect piston displacement. Because
the quantity of fuel introduced can be kept the same, since only
small pulses of energy are needed, and these can be irregularly
spaced to vary engine output, the fuel delivery system need not be
able to vary air-fuel ratios and many complications of presently
known carburetion and fuel injection devices are obviated.
Additionally, the constant fuel-air ratio can be optimized, made
essentially ideal for complete combustion and thus virtually
pollution free, all the time.
The fuel additions in the internal combustion engine embodiment
hereof are varied in incidence, with blind strokes during which
only fuel-free air is admitted, compressed and expanded in the
cylinder, being substituted for fuel combustion during the "power
stroke" portion of the cycle, from one power stroke in every cycle
( four strokes total) to any smaller ratio e.g., two power strokes
in 40 cycles, or the like. Recalling that the inductor is kept
oscillating by the resonant system, at a constant frequency but
decaying amplitude, the occasional true power strokes will pulse
the piston, and, thus, the inductor and restore the amplitude of
oscillation, which amplitude may accordingly be sensed to assist in
control of the device, i.e., a sensed decreased oscillation
amplitude indicating a need for greater incidence of power strokes
in the engine cycle.
A notable feature of the present device is the retention of one
true advantage of the so-called rotary, or Wankel engine, over
conventional reciprocating engines, namely the absence of
end-of-excursion power loss as the movable part reverses direction.
In my device the spring system stores energy on compression and
returns it so the end of excursion does not entail power losses
heretofore associated with linear motion.
A further advantage of the present invention is that greater power
is nearly instantly available, without the need of accelerating
heavy metal masses and without the undue delays characteristic of
turbine and diesel engines which have limited the appeal of these
propulsion systems in automobiles.
Accordingly, the invention provides in an electric generator of the
internal combustion type, a generator structure including an
inductor adapted to be driven directly by power strokes in the
operating cycle of the engine, and spring structure reacting to
said power strokes to oscillate the inductor at the frequency of
mechanical resonance, between successive power strokes to generate
electricity. The invention further contemplates provision of means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the incidence of power strokes in the
operation of the engine, and thus increase power in generator
output lines, and motor means and/or electrical energy storage
apparatus operatively connected thereto. The engine mentioned may
be one operating in the diesel cycle and include a piston adapted
to compress air within the cylinder for spontaneous ignition upon
addition of fuel, or one operating in the Otto cycle and include a
spark means adapted to ignite a fuel-air mixture within the
cylinder for the engine cycle power stroke.
The present generator apparatus may further include means to pass
fuel or fuel-free air into the cylinder in timed relation to the
engine operating cycle and selectively to define a predetermined
sequence of power strokes and nonpower strokes respectively in the
engine operation, e.g., in fixed quantitles of fuel and at varying
rates according to the stroke sequence, means to vary over time the
ratio of power strokes to nonpower strokes, including, e.g., means
responsive to a predetermined decrease in the amplitude of inductor
oscillation to increase the ratio of power strokes to nonpower
strokes in the operation of the engine. The fuel passing means may
comprise a fuel intake port and means to predisperse fuel liquid
for passage through the port.
More specifically, the invention provides in an electric generator
of the internal combustion type having a cylinder and a piston, a
stationary generator portion beyond the cylinder and a movable
generator portion connected directly to the piston for displacement
axially of the cylinder, i.e., along the axial line extending
through and beyond the cylinder about a portion of which the
cylinder is generated, relatively past the stationary generator
portion responsive to fuel combustion in the cylinder, spring
structure acting on the piston and the movable generator portion
and reacting to piston displacement by a power stroke of the engine
to oscillate the same at the frequency of mechanical resonance to
generate alternating current of harmonic frequency, and means to
maintain the resonant oscillations. The cylinder may be provided
with an inlet for combustible fuel mixture and and exhaust outlet,
and the generator device further includes means to feed combustible
fuel mixture or fuel-free air into the engine cylinder through the
inlet in timed relation to the engine operating cycle and
selectively to define the above noted predetermined sequence of
power strokes and nonpower strokes respectively in the engine
operation.
The means to maintain resonant piston oscillations may include
means sensing the amplitude of piston oscillation, and means
responsive to a sensed change in the amplitude to vary the ratio of
power strokes to nonpower strokes in the operation of the engine by
increasing or decreasing respectively the incidence of fuel
combustions within the cylinder.
Additionally, in certain embodiments, the invention includes an
electric generator of the type having an internal combustion engine
comprising a pair of spaced, axially alined, opposed cylinders and
piston means axially displaceable therein responsive to fuel
combustion within one or the other of said cylinders, the generator
including a magnetic inductor, e.g., comprising a permanent magnet,
or coil and magnetic core, carried by the piston means between the
cylinders, and spring structure coacting with the piston means to
continuously linearly oscillate the inductor at the frequency of
mechanical resonance responsive to fuel combustion-displacement of
the piston means, to generate electricity of harmonic
frequency.
More particularly, the invention contemplates an electric generator
comprising a pair of spaced, opposed cylinders having a common
longitudinal axis, each of the cylinders having an air-inlet means,
a combustible fuel inlet comprising a valve controlled inlet port,
and an exhaust comprising a valve controlled exhaust port; a piston
in each of said cylinders, the pistons being coupled together to be
displaceable jointly along the common axis in oscillating relation
responsive to fuel combustion in one or the other of said
cylinders; a magnetic inductor carried by the pistons between the
cylinders for oscillation along a linear path parallel to the axis;
an induced current coil and magnetic core therein between the
cylinders and adjacent the magnetic inductor path for generation of
electricity upon inductor oscillations therepast; valve operating
means, which may be electrically controlled, to operate the inlet
port valve and exhaust port valve of each cylinder alternately to
provide therein a fuel and air mixture for combustion to displace
the cylinder piston; spring structure reacting to the piston
displacement to oscillate the magnetic inductor at the frequency of
mechanical resonance, and means to maintain resonant frequency
oscillation including means to actuate the valve operating means in
timed relation to piston oscillation responsive to a predetermined
decrease in the amplitude of piston oscillation. The spring
structure may be coaxial with the common cylinder axis and be
secured at one end to the piston. There may further be provided
means to inject fuel into the cylinder under high pressure, e.g., a
fuel injector for each cylinder, in timed relation to the piston
travel for fuel combustion in the diesel cycle, thereby to
thermodynamically convert the energy contained in the fuel into a
pulsating force applied to the piston. Alternatively there may be
provided means to ignite the combustible mixture within the
cylinder in the Otto cycle, in timed relation to the piston travel
to increase the amplitude of inductor oscillation.
As noted above the generator may be provided with output lines and
have a load, e.g., comprising a motor operatively connected
thereto. In this embodiment, a controlled rectifier means may also
be provided, arranged to cut the load from the generator in
response to reduced demand for power, e.g., when slowing or
operation thereof at idle. Moreover where the generator is
connected to an energy storage apparatus such as a storage battery
there may be provided means to rectify the current output from the
generator.
The foregoing described devices are useful in the practice of the
present invention in its method aspects for the generation of
alternating current, such method including in one embodiment,
oscillating a movable generator portion relatively past a
stationary generator portion at the frequency of mechanical
resonance by means of an elastic force acting on the mass of the
movable portion, and pulsatingly displacing the movable generator
portion with the piston of an engine in timed relation with its
oscillations to maintain resonant oscillation, e.g., by sensing the
amplitude of movable portion oscillations and effecting the
pulsating displacing step in response to a predetermined decrease
in oscillation amplitude, to restore maximum amplitude of the
oscillation.
More particularly, the method comprises the generation of
alternating current by oscillating an inductor linearly past a
stationary magnetic core carrying an induced current coil, at the
frequency of mechanical resonance, by means of springs acting in
concert on opposite sides of the inductor, and occasionally
displacing the inductor against the force of the springs with first
and second pistons of an internal combustion engine, in timed
relation with the oscillation, to maintain resonant oscillation.
The invention accordingly provides a novel method of operating an
internal combustion engine which includes oscillating the piston of
the engine at the frequency of mechanical resonance determined by
an elastic force reacting against the motion of the combined mass
of the engine piston and of energy conversion means, e.g., a
magnetic inductor operating in a flux field, driven by the piston,
to transform kinetic energy of the motion into potential energy
stored and periodically returned to the resonant system by the
elastic force, thereby avoiding end-of-excursion loss of kinetic
energy. The method further contemplates pulsatingly displacing the
engine piston with occasional engine power strokes and temporarily
accumulating the mechanical energy thereof for release as periodic
oscillant energy to the energy conversion means, sensing the
amplitude of the periodic oscillations and initiating a complete
internal combustion cycle including a power stroke, in timed
relation to the mechanical oscillation, in response to decrease of
oscillation amplitude below a predetermined limit; and initiating a
complete internal combustion cycle including a power stroke
responsive to a sensed requirement for a predetermined amount of
power to be delivered through the energy conversion means.
The invention further contemplates method for the operation of a
reciprocating engine including oscillating the piston of the engine
at the frequency of mechanical resonance determined by an elastic
force reacting against the motion of the combined mass of the
engine piston and of the energy conversion means driven by the
piston, to transform kinetic energy of their motion into potential
energy stored and periodically returned to the resonant system by
the elastic force, thereby avoiding end of excursion loss of
kinetic energy. The engine piston may be pulsatingly displaced by
irregularly spaced, occasional engine power strokes, and the
mechanical energy thereof temporarily accumulated for release as
periodic oscillant energy to the energy conversion means. The
method further contemplates sensing the amplitude of the periodic
oscillation and initiating power strokes by the admission and
subsequent expansion of working fluids, responsive to a
predetermined decrease in oscillation amplitude.
PRIOR ART
It will be evident from the foregoing that the invention provides
method and apparatus in which irregular, occasional, pulsating
forces resulting from power strokes are converted into, and
maintained at, resonant oscillation of the piston, for the
generation of power where the piston is directly connected to a
generator movable portion.
Other devices in the literature have involved linear generation of
power and/or free piston movement, but my device to my knowledge is
the first offering controlled piston oscillation, in a linear
generator, and at frequencies of mechanical resonance. Among prior
known devices are those disclosed in these patents being all the
patents turned up in a Patent Office search: U.S. Pat. Nos.
1,785,643; 2,829,276; 2,899,565; 2.904,701; 2,936,743; 2,966,148;
3,105,153; 3,206,609; 3,234,395; and 3,510,703.
It will be noted that those patents do not purport to achieve
mechanically resonating generator structure nor is any teaching
made of maintaining such resonance, if even inadvertently achieved.
Free piston engines are dissimilar from my apparatus in having
piston movement without spring control and in accordingly being
unable to resonate at any definite periodicity, if at all.
Moreover, free piston engines, so called, are not converters of
energy, but merely produce hot gases. And not even this output is
variable, while maintaining constant oscillation frequency, unlike
the present apparatus.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be further described as to certain illustrative
embodiments thereof, in connection with the attached drawings in
which:
FIG. 1 is a block diagram of the present invention in an embodiment
particularly adapted to automobile propulsion;
FIG. 2 is a view in vertical section of a single cylinder Otto
cycle engine generator according to the invention;
FIG. 3 is a view like FIG. 2 of a two cylinder Otto cycle engine
generator;
FIG. 4 is a view taken on line 4--4 in FIG. 3;
FIG. 5 is a graphical depiction of current output;
FIG. 6 is a schematic of a control circuit for the present
generator device;
FIG. 7 is a table of engine operation in the Otto cycle with
various ratios of power and nonpower strokes, to vary power
generated;
FIG. 8 is a table of engine operation in the otto cycle, like FIG.
7 but with the addition of clean air intake and exhaust modes;
FIG. 9 is a view like FIG. 3, of a diesel cycle engine; and
FIG. 10 is a table like FIG. 7, but of engine operation in the
diesel cycle .
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Advantages
Resonance herein refers to a continuous change between potential
energy and kinetic energy, substantially without loss of energy,
assuming friction losses to be negligible. As is known, a resonant
system comprises a mass and a spring which provides an elastic
force on the mass proportional to the mass displacement. Thus, if x
is assumed to be a displacement distance within the elastic range
of the spring, the elastic force is kx where k is the constant of
the spring employed. The frequency of resonant oscillation in this
system is a function of the system mass and the k factor of the
spring employed.
This invention, in the embodiment to be described here, employs
resonance in a thermodynamic cycle for the purpose of converting
the chemical energy of a hydrocarbon fuel, transformed by internal
combustion, into electrical energy, which, of course, can be
subsequently transformed into mechanical energy, or other form of
energy.
The objectives of the invention include:
Greater fuel efficiency than realized in conventional internal
combustion engine devices;
More complete fuel combustion, fewer unburned exhaust products and
less smog generation;
Elimination of inertial losses in engine operation, to reduce
mechanical energy losses to a minimum;
Longer operating life for the engine device, through greatly
reduced friction between moving parts, realized by the substantial
absence of lateral or normal forces between these parts;
Increased power per quantum of fuel;
Elimination of numerous heavy moving parts in automobiles and like
vehicles, including crankshafts transmissions and differential
components;
Modular replacement of parts subject to breakdown; and
Higher efficiency in operation by elimination of heavy drive train
components and greater ease of deceleration through absence of
substantial engine inertial forces.
System Overview
An overview of the nature and operation of my generator device is
provided in FIG. 1. Fixed portions of combustible fuel mixture,
obtained as described below, enter the device thermodynamic cycle
at block A. These fuel increments, which may be another working
fluid such as steam, or other condensible-expandible vapor are
passed to block B which is an engine having linearly movable, i.e.,
reciprocatory pistons for conversion of the energy of the working
fluid into mechanical energy in the form piston displacement. Block
C is a resonant mechanical energy tank, namely a spring-mass system
capable of absorbing the mechanical energy of the piston
displacement during a power stroke and temporarily storing it in
the form of potential (elastic force) and/or kinetic (mass in
motion) energy; the continuous exchange between the two forms of
energy preserves it for a substantially longer time than that of
the power stroke. A pulsating force from the piston displacement,
block B, is thus applied to the spring-mass system, block C, which
reacts, setting up a two-way interaction therebetween as shown by
the arrows between blocks B and C.
Importantly, the pulsating force increments from the piston cause a
periodic (resonant) response in block C, effectively converting
pulses or inputs of energy irregularly or regularly supplied, into
a consistent, predictable and regularized output, shown as the
periodic force in FIG. 1.
In block D a linear generator of electrical energy is depicted
wherein the periodic motion realized from conversion of pulsed
piston displacement into resonant oscillation is used to oscillate
an inductor linearly relatively past a stationary magnetic core and
coil whereby a sinusoidal variation of the magnetic flux through
the core is obtained and an alternating e.m.f. induced in the
coils, as is known. The frequency of the current is a harmonic of
the mechanical movement, dependent on the number of poles as is
known in electrical power generation technology, and in this
invention, an harmonic of the mechanical resonant frequency
movement of the inductor. Electrical energy is thus extracted in
block D from the resonant movement in block C, pulsatingly driven
by the piston in block B. The extraction of electricity tends to
decrease the amplitude of inductor oscillation while the piston
derived pulses of energy tend to increase this amplitude.
Accordingly the generator reacts on the resonant energy tank, block
C, as shown. An equilibrium is reached and a stable oscillation
realized when the sum of mechanical energy fed into the system by
the piston, block B, equals the sum of energy transformed into
electrical energy and energy dissipated in friction.
The electrical output is passed to the load, block G, which may be
a motor, a rectifier and motor or electrical energy storage
apparatus such as a battery, or a combination of these and like
load elements in an electrically powered system.
Control of the described device particularly as applied to an
automobile propulsion usage, is provided by monitoring output power
information from the generator during operation, and required power
information from the accelerator or other operation control means
(not shown) to vary vehicle speed (note that generator oscillation
frequency does not vary with vehicle speed) at the comparator in
block E. The compared information in block E is integrated into an
output containing power information fed to block F, the trigger
mechanism controlling entrance of fixed portions of fuel into the
above-described cycle. Thus when the power information to the
trigger mechanism is that more power is needed, a trigger signal is
sent to block A to commence the feed of fixed portions of fuel to
the engine, block B.
In addition to being power demand responsive, the trigger mechanism
in block F is responsive to sensed oscillation amplitude in the
block C resonant energy tank, initiating a trigger signal for a
further pulse to the resonating system when the oscillation
amplitude falls below a predetermined value. A timing control is
provided between the resonant energy tank in block C and the
trigger mechanism in block F to ensure only synchronous initiation
of pulse energy in block B, so as to avoid counterproductive
displacement of the piston therein.
System Components
With the foregoing summary of operational interrelationships in
view, the structural and operational details of one cylinder, two
cylinder, Otto cycle and diesel cycle engines, will be described
together with the resonating structure and the linear electrical
power generation means driven thereby according to the invention.
Thereafter, an illustrative control regime for a typical embodiment
will be described.
Engine Aspects
Referring now to FIGS. 3 and 4, a two cylinder engine embodiment of
the generator device of the invention is shown. The engine per se
is generally conventional in design and materials of construction,
except as noted hereinafter, and comprises specifically engine
block 1 in which is formed left cylinder a and right cylinder b in
spaced opposed relation, on a common longitudinal axis, each
surrounded by cooling water passages 2, the cylinders each
terminating in an annular flange 3, 4 respectively. The plane of
the left cylinder a and right cylinder b in the drawing is
different to show an exhaust port 5, and the valve arrangement 6
therefor at the left cylinder, and to show an intake port 7, fuel
supply means 8, spark plug 9, and intake port valve arrangement 10
at the right cylinder, it being understood that the intake and
exhaust ports and valving for each are side by side at the top of
each cylinder in the embodiment illustrated. Pistons 11, 12
comprise respectively piston heads 13, 14 which may carry
conventional piston rings (not shown) and rods 15, 16 connected
rigidly thereto, and are adapted to fit snugly but move freely with
ordinary lubrication in reciprocating relation in their respective
cylinders a, b. Rods 15, 16 terminate in mounting plates 17, 18
respectively, inductor structure 19 being rigidly mounted between
the opposed plates, by means not shown, to be directly connected to
the pistons 13, 14. The pistons 13, 14 are thus directly and
rigidly connected to the inductor structure 19 and to each other
for movement as an integral unit. Typical of each engine cylinder,
the left cylinder a is provided with an exhaust port 5 and an
exhaust valve 20 controlling flow of gases therethrough, the valve
comprising a valve head 21, a valve stem 22 slidably received in
bore 23 in the engine block 1, and a polar plate 24. Block
passageway 25 provides for water circulation at the exhaust port 5.
The valve 20 is actuable as a solenoid against spring 20a by
provision of coil 26 surrounding the valve stem 22 adjacent the
polar plate 24. Burned gases or air within cylinder a are exhausted
by application of electric current to the coil 26, by means not
shown, and responsive actuation of the valve 20 by the resultant
magnetic flux.
Also typical of each engine cylinder, the right cylinder b is
provided with an air intake port 7 a fuel injector 27, intake valve
arrangement 10, spark plug 9 and water circulation passageway 28
adjacent the intake port. The intake valve 10 controls flow of air
and fuel to the cylinder b and comprises a valve head 29, a valve
stem 30 slidably received in bore 31 in the engine block 1, and a
polar plate 32. The intake valve 10 is actuable against spring 10a
as a solenoid by provision of coil 33 surrounding the valve stem 30
adjacent the polar plate 32. Incoming fuel-air mixture, or air
alone as will be seen, is introduced into the cylinder b by opening
of the intake valve 10, by application of electric current to the
coil 33, by means not shown, and responsive actuation of the valve
10 by the resultant magnetic flux.
Spark plug 9 is provided for ignition of fuel/air mixture within
the cylinder. The fuel injector 27 comprises a restricted orifice
port 34 to which fuel is supplied under pressure (not shown) and a
solenoid actuated valve 36 comprising plunger 37 operating in
passageway 38, surrounded by electrical coil 39 and carrying end
plate 40 to selectively close and open opening 41. The fuel
entering passageway 38 is jetted from port 34 by the plunger 37 or
by source pressurization of the fuel and may be further vaporized
by contact with hot wall 42 portion opposite the port.
The plunger 37 is operated for like periods so that each actuation
delivers the same amount of fuel, but the number of actuations for
a given unit of time may be varied. Complex carburetion and
variable fuel injection problems are obviated, an important feature
of my invention, because combustion conditions can be optimized and
kept constant.
The engine therefore is an arrangement of cylinders, pistons and
valves, operated in the usual sequence, but with the important
addition of fixed portions of fuel.
Resonating Inductor Structure
The inductor structure 19 comprises a permanent magnet 43 (or
transformer laminates which may be provided with an excitation coil
at 44) having a magnetic field with the North and South poles at
opposite ends of the magnet. Compression springs 45, 46 are
provided centered on annular flanges 3, 4 of cylinders a, b,
coaxial with piston rods 15, 16 and engaged in grooves 47, 48 of
mounting plates 17, 18, respectively. The size of the springs 45,
46 and their k factor is selected to define, with their own, the
inductor and the piston mass, a resonating system. Heavy springs
are desirable from a durability standpoint and such serve to permit
using all the mass needed in the pistons and inductor structure. As
thus located, the springs 45, 46 bias the inductor structure 19 to
be equidistant from the cylinder flanges 3, 4 at the position R.
Any overcenter displacement of the inductor structure 19, e.g., the
shift left in FIG. 3, causes the compressed spring (e.g., spring
45) to react, and elastically return the inductor toward the center
line 49 with the opposite spring 46 acting in tension, to cooperate
with the compressed spring. Because, by definition, the spring-mass
system employed resonates, the inductor structure 19 will oscillate
indefinitely at the frequency of mechanical resonance given an
initial displacement left or right of the rest position R. The
frequency of inductor structure 19 oscillation will remain
substantially constant, while the amplitude, or length x of
excursion, left or right will decay over time, as is characteristic
of mechanically resonant systems.
Accordingly, the apparatus thus far described is a mobile system
comprising a mass-spring combination able to oscillate along its
longitudinal axis at the frequency of resonance. The apparatus is
desirably designed to oscillate at a frequency between about 40 and
80 Hz although lower and higher frequencies can be used, provided
only that resonance is maintained. One advantage of the noted
frequency is that piston motion will then compare with piston
speeds now realized in modern automobile engines. Accordingly, no
new technology is needed to adapt available auto pistons and
cylinders to this invention. Moreover 60 Hz corresponds to
generally available electrical power in the United States, which is
an advantage in starting the present generator device, as will be
explained hereinafter.
The inductor motion has been described. The generator structure
includes in addition to the movable portion, the inductor 19, a
stationary portion generally indicated at 50 supported by engine
block 1 adjacent the inductor 19 path. The generator stationary
portion 50 comprises first and second magnetic cores 51, 52 formed
of transformer laminate, secured by bolts 53 (see FIG. 4), and
coils 54, 55, the cores defining a narrow gap 56 with the inductor
structure 19 to ensure efficiency in the magnetic circuit defined
by the opposed, movable inductor structure and the stationary cores
51, 52. The lateral (normal) force between the inductor structure
19 and the cores 51, 52, respectively, due to magnetic attraction,
is equal and opposite and thus these forces cancel each other.
Friction is accordingly minimized, and can be reduced even further
by an oil film in the gap 56.
In operation, the coils 54, 55 function as secondary transformer
windings, with the variable magnetic flux being provided to the
coils by the oscillating motion of the inductor structure 19, to
cause reversal of the stationary portion core poles 57, 58, 59, and
generation of a.c. in the coils which is taken off at lines 60, 61.
The generator can be reversed, becoming an oscillating motor, by
application of a suitable frequency a.c. to coils, e.g., 60
H.sub.z, which will cause the inductor to oscillate, with the
pistons, and thereby establish resonant oscillation as soon as the
necessary amplitude is reached, for stable oscillation.
Generator Output
With reference to FIG. 5, the generator characteristic output at
the nominal (maximal) power of the device shown in FIGS. 3 and 4,
will be first considered. Assume that the mobile system (pistons,
piston rods, inductor structure, and springs) is oscillating at
resonance and thus at maximal amplitude. Amplitude is limited at
the end of each excursion by complete collapse of the spring, which
automatically protects against excess power forcing an undue
excursion of the piston. If x is taken as the linear displacement
from the rest R position, at resonance, the vibration x = f(t) can
be closely described by the sine curves 65a, 65b, FIG. 5. The four
strokes of the engine total cycle, namely intake (I), compression
(C), power stroke (P) and exhaust (E) for each cylinder each
coincide with a change in x from a maximum to a minimum, or vice
versa. Curves 65a and 65b show the phase relation typical in a two
cylinder device, where power strokes are sequenced adjacently. The
magnetic flux .phi. produced in the magnetic cores 51, 52 by the
inductor 19 movement shown in curve 65a exhibits a linear variation
with x, and thus, a sinusoidal variation with time. The e.m.f.
induced in the coils 54, 55 will consequently be e = - (d.phi./dt)
=k (dx/dt) A reference winding (coil) which is not loaded by any
significant external impedance can provide a voltage proportional
to dx/dt shown in curve 65b. A simple integrating circuit can
provide a signal proportional to x, according to k.intg.(dx/dt) dt
= kx. This signal is further used in the electronic control of the
power cycle as described below.
The four-stroke (Otto) cycle of each cylinder is practically the
same as that of a conventional engine. The constant frequency of
oscillation, however, results in a constant cycle during which the
fuel/air mixture and the timing of the spark and valve opening can
be optimally adjusted. Especially, the fuel injection system
becomes very simple: it injects the same fuel amount, with the same
timing, during each power cycle. As described above, activation of
coil 39 drives plunger 37 which in addition to opening the
passageway 38, also operates as a piston to inject the fuel. In a
two-cylinder system working at full power, the cycle of cylinder b
is delayed by one stroke with respect to the cycle of cylinder a.
The power stroke in cylinder a corresponds to the compression
stroke in cylinder b, accordingly.
Electrical energy is extracted when an external load is connected
to the terminals 60, 61 of the coils 54, 55. This tends to decrease
and eventually stop the oscillation of the inductor 19. At the same
time, however, mechanical energy is being fed into the system (two
power strokes for every cycle); this tends to increase the
amplitude of oscillations. As explained above, an equilibrium is
reached where the oscillation is stable.
One Cylinder Embodiment
Since the system is resonant, the decrease in amplitude during the
non-active strokes (intake I, Compression C, and Exhaust E) is
minimal in the absence of power extraction; and a one cylinder
system will operate. A one cylinder system is shown in FIG. 2,
where like numbers refer to corresponding function parts shown in
FIG. 3. Operation of the FIG. 2 device is the same as the FIG. 3
device except that the left spring 45 is merely seated about boss
63 on end-plate 64.
Stroke Ratio and Power
Considering FIG. 7, the ratio of power strokes to total cycle
(power and nonpower strokes) for varying power outputs is shown:
The asterisks indicate spark; In the 2/4 regime, two power strokes,
one each cylinder, four stroke cycle in each cylinder. In cylinder
a, intake stroke (I) of fuel and air is followed by compression
stroke (C), followed by spark * and a power stroke (P) as the
piston is displaced by the fuel-air mixture combustion, followed by
the exhaust stroke (E) and so forth, repetitively. Meanwhile
cylinder b is proceeding through an identical sequence but in
phased relation, so that cylinder a power stroke (P) is
simultaneous with cylinder b compression stroke (C).
As noted, some power strokes may be omitted. The engine and
inductor continue to oscillate at the resonant frequency, provided
sufficient power pulses (piston to inductor) are delivered to
maintain required amplitude for resonant frequency oscillation. At
the 2/18 regime for example, cylinders a and b initiate a power
stroke (P) cycle (phased) every 18 strokes, i.e., 14 strokes are
blank between successive power stroke cycles. These blank strokes
are termed "nonpower strokes" and it will be seen that power output
is variable by varying the ratio of power strokes to nonpower
strokes and an increase in the incidence of power strokes, i.e.,
relative to nonpower strokes, increases power obtained from the
generator device.
As already mentioned, the frequency of oscillation and thus the
number of cycles per second, remain constant regardless of the
power required from the engine. The reduction of the power output
accordingly is achieved by decreasing the number of active or power
cycles and by letting the system oscillate freely in between. FIG.
7 shows exemplary possible combinations of active and passive
cycles for a two-cylinder system. It is noteworthy that a reduction
by a factor of 10 and more is readily achieved, because damping of
oscillations is minimal when no power is extracted from the motor.
Under these conditions, only frictional forces absorb energy. Since
the moving ensemble is reduced to a minimum (no crankshaft, gears,
cams, etc) the frictional forces are minimal too. As shown by FIG.
7 there is a whole range of intermediate levels of power with
cycles comprising from four up to 40 and more half-oscillations,
each cycle having only two power strokes and the inertia of
resonant oscillations providing the nonpower strokes. The
electronic control to be described is designed to maintain the
balance between power fed into and extracted from the system.
At this point, it should be stressed that "acceleration," increase
of power from a low to a maximal level, can be achieved with
practically no delay. A failing of conventional diesel, battery or
turbine-powered vehicles has been the lack of adequate acceleration
for passenger car use, for passing or entering freely moving
traffic. My generator device provides increased power and thus the
ability to accelerate rapidly, virtually instantaneously. For
example, if the generator device is idling, e.g., with a 2/40 cycle
of FIG. 7, sudden demand for power occurs, the next cycles can be
2/4 (maximum); the only delay is a part cycle. There are no
mechanical parts to be accelerated, which in addition to delaying
the delivery of increased power, also absorb energy (only to give
it back at a time when it is not needed as when braking). It
appears unnecessary to stress further the great advantages of this
principle as far as performance and economy are concerned.
During the nonactive or "blank" cycles, it may be most desirable to
admit clean air into the cylinders, to be kept there until the next
active cycle. This way, the losses of energy by pumping action on
every stroke are avoided, and so is the consumption of electrical
energy in opening the valves and initiating the spark. FIG. 8 shows
exemplary possible cycles for different levels of power with clean
air admission into the cylinders. It is known that combustion is
more efficient in cylinders which have been flushed with clean air
between cycles. This factor in the present generator device, added
to the optimum and constant fuel/air ratio, timing, and other
factors enumerated above combine to produce the cleanest burn which
can practically be achieved, to produce the lowest level of air
pollution attainable with internal combustion. The inherent high
efficiency of this device means that the compression ratio can be
diminished while still obtaining sufficient power from a reasonable
size engine. In FIG. 8, additional operations have been added to
the strokes shown in FIG. 7. Thus clean air intake (i) and clean
air exhaust (e) are added to the stroke sequence. Otherwise the
operation is as described in connection with FIG. 7. Note that the
clean air is shown to be retained in the cylinders during the blank
(nonpower) stroke series.
Diesel Cycle
As mentioned above, the principle of the invention is equally
applicable to diesel cycle engines. Turning to FIG. 9 wherein like
numerals refer to like parts in FIGS. 3 and 4, a diesel engine is
shown, arranged for use in the generator device of the invention.
In the diesel embodiment, air is admitted, e.g., to the cylinder b,
compressed by the piston 14, fuel is atomized and injected under
high pressure into the compressed air by fuel injector 70
comprising a solenoid actuated valve and plunger 71, and nozzle 72.
Combustion of the resulting mixture occurs spontaneously, driving
the piston from the cylinder, displacing the inductor structure 19
and initiating the resonant oscillation a.c. generation process
described above, which is the same in this embodiment. Indeed,
other working fluids, as earlier mentioned, usable to displace
pistons or their equivalent and capable of resonant oscillation as
described herein may be used to maintain resonant oscillation of
the inductor structure 19 and thereby to effect the purpose of the
invention. In FIG. 10, the a and b cylinders power stroke to total
stroke analysis is provided for the diesel embodiment of FIG. 9;
like FIGS. 7 and 8, FIG. 10 depicts the use of varying ratios of
power strokes to nonpower or blank strokes, to vary power output.
The asterisks in FIG. 10 refer to the time of fuel injection rather
than spark discharge.
Electronic Control
An illustrative control circuit for the above described generator
device is shown in FIG. 6. Reference coil 101 without external load
senses the voltage e induced in the coils 54, 55 by the motion of
the inductor structure 19 and provides a signal e = - (d.phi./dt) =
k(dx/dt). A Schmitt trigger 102 driven by the voltage e transforms
the sine wave of e (FIG. 5) into square, standard clock pulses CPa
for timing pulses of cylinder a, and CPb for timing pulses of
cylinder b. FIG. 5 shows the time relation between voltage e and
the inductor structure displacement x, and the clock pulses CP at
outputs Q and Q of the Schmitt trigger 102.
The voltage e is processed by an analog integrating circuit 104
which integrates the voltage e with respect to time and thus
provides an output proportional to the inductor structure 19
displacement.
A source of a pre-set reference voltage X.sub.m is provided at 103.
X.sub.m is set equal to the maximum voltage which can be provided
by integrator 104 when the inductor 19 displacement x has an
amplitude such that additional power strokes (active engine cycles)
should be initiated and the inductor pulsed, to maintain proper
oscillation. A comparator 105 compares actual oscillation
displacement x (amplitude) with the pre-set value X.sub.m and
provides a signal when x falls below X.sub.m. The or gate 107 turns
on whenever comparator 105 is on, or when a predict signal is
received signifying increased demand for power to be forthcoming,
e.g., from an automobile throttle. The cycle is thus changed to a
power cycle with practically no delay. The and gate 120 transfers
the signal from gate 107 so long as the emergency stop signal does
not go off. If such stop signal is received (e.g., overload) all
cycles are stopped, for the duration of the signal. The and gates
108 and 109 transfer the timing trigger signal, CPa and CPb
respectively, when gate 120 is on, into the switching system
comprising and gates 112 and 113, master-slave flip-flop 115 and
the or gate 110. And gate 111 transfers CPa pulses received from
gate 112 when the end-of-cycle signal is on and and gate 114
functions similarly with respect to CPb pu ses. Gate 110 turns on
whenever gate 111 or 114 is on, receiving the start-cycle signal
and driving the flip-flop 115 which turns output Q on and off in
sequence according to pulses CPa or CPb received indirectly through
gate 110. Output Q follows in inverted sequence. The active cycles
in cylinders a and b thus are properly alternated. An end-of-cycle
signal from cycle sequence generator 116 drives gate 111 to avoid
improper start-cycle signals. The cycle sequence generators 116,
and 118, respectively for cylinders a and b comprise digital
circuits wired to deliver pulses of the right length and in the
right sequence for the active cycles of their cylinders. These
sequence generators are synchronized by the CP pulses on one of
inputs, and triggered by the input coming from gate 111, or gate
114, respectively.
The pulses from sequence generator 116 and 118 drive power boosters
117 and 119 wherein the power of the pulses is increased, e.g.,
SCR's may be used, to be fed to control lines for fuel injection,
intake and exhaust valves and ignition, and clean air intake and
exhaust cycles, if these latter are used.
In operation, reception of the predict signal or a signal that
inductor displacement x is below the reference value, either of
which signals indicate that more power needs to be supplied to the
engine, will initiate more active cycles, in proper sequence. When
power requirements drop, the active cycles are suppressed until x
decreases.
Additional Considerations
The embodiment described above is only a two-cylinder system but it
is evident that any number of such systems and therefore any number
of cylinders can be used in the same engine. The oscillations of
alternate systems should have the same frequency and desirably be
180.degree. out of phase, in order to minimize vibrations.
Interlocking of control systems and electrical parts can be readily
achieved.
The foregoing description of the internal combustion resonance
motor generator device has made reference to use of this motor in
an automobile, as a typical application, for which the device is
highly suited. The coils which extract power may consist of several
windings which can be connected in series or parallel by switches.
Industrial rectifiers can be used such as to obtain d.c. to drive
series-type electrical motors, e.g., two or four, connected
mechanically to the wheels. No special transmission is necessary,
it being known that a series d.c. motor can achieve both high
torque and high speed. No interlock of the wheels is needed; if one
loses traction, the other motor will still have full power
available. In addition, the cost of having four-wheel drive, with
four smaller motors, will be very reasonable.
All ancillary systems of the engine and car are electrical, as most
of them already are. The power for them is derived directly from
the engine.
The service of such a car is extremely simple. The electric motors
need very little service during the useful life, and the mechanical
and electrical parts of the engine are so simple that, again, a
minimal service will be needed. The only part which is more
delicate is the electronic section and this may be built in the
form of plug-in modules, well standardized, which are replaceable
at service stations for a small charge. This procedure would reduce
considerably the cost and inconvenience of maintaining the car.
* * * * *