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EP2850301B1 - Moteurs à combustion interne - Google Patents

Moteurs à combustion interne Download PDF

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Publication number
EP2850301B1
EP2850301B1 EP13715803.6A EP13715803A EP2850301B1 EP 2850301 B1 EP2850301 B1 EP 2850301B1 EP 13715803 A EP13715803 A EP 13715803A EP 2850301 B1 EP2850301 B1 EP 2850301B1
Authority
EP
European Patent Office
Prior art keywords
assemblies
cylinder
piston
pistons
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP13715803.6A
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German (de)
English (en)
Other versions
EP2850301A2 (fr
Inventor
Raymond F. Lippitt
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Individual
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Individual
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Filing date
Publication date
Priority claimed from US13/475,253 external-priority patent/US8443769B1/en
Application filed by Individual filed Critical Individual
Publication of EP2850301A2 publication Critical patent/EP2850301A2/fr
Application granted granted Critical
Publication of EP2850301B1 publication Critical patent/EP2850301B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
    • F02B11/02—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders convertible from fuel-air mixture compression to air compression or vice versa
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/02—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons
    • F01B7/04—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on same main shaft
    • F01B7/06—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on same main shaft using only connecting-rods for conversion of reciprocatory into rotary motion or vice versa
    • F01B7/08—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with oppositely reciprocating pistons acting on same main shaft using only connecting-rods for conversion of reciprocatory into rotary motion or vice versa with side rods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/246—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "pancake" type, e.g. pairs of connecting rods attached to common crankshaft bearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/13—Special devices for making an explosive mixture; Fuel pumps
    • F02M2700/1394—Knock sensors

Definitions

  • This invention relates to internal combustion engines and more particularly to internal combustion engines and methods of operating the engines with a new fuel saving cycle.
  • this objective is achieved by providing an engine which includes at least two piston and cylinder assemblies preferably adjacent to one another, at least one of which includes a fuel injector and both of which are connected to a crank shaft so that the pistons of both assemblies move simultaneously through repetitive cycles each, including simultaneous compression strokes and immediately following simultaneous power drive strokes.
  • the two assemblies when operating with the new fuel savings cycle, establish at the end of the simultaneous compression strokes a charge of compressed air in one cylinder of one of the assemblies and a charge of compressed air fuel mixture in the other cylinder of the other assembly.
  • the high pressure conditions in the other cylinder are immediately communicated through a passage to the one cylinder to accomplish a double expansion during the simultaneous power drive strokes thus using much of the pressure energy before exhaust occurs by the pistons themselves rather than to dump it as is usually done.
  • the engine includes a second fuel injector which is controlled selectively with respect to the first fuel injector to operate in accordance with a normal mode where both assemblies are simultaneously operated alike in which case both cylinders establish a charge of compressed air-fuel mixture at the ends of the simultaneous compression strokes so that in effect a double charge can be ignited to act on both pistons simultaneously.
  • a second fuel injector which is controlled selectively with respect to the first fuel injector to operate in accordance with a normal mode where both assemblies are simultaneously operated alike in which case both cylinders establish a charge of compressed air-fuel mixture at the ends of the simultaneous compression strokes so that in effect a double charge can be ignited to act on both pistons simultaneously.
  • the invention can be embodied in engines in which the injections made by the injectors cause the ignition (as in conventional compression ignition) or in which the injections are made during simultaneously intake strokes and ignition is made by a spark ignition system.
  • spark ignition under normal mode operation the ignition of the second air fuel charge is ignited by a high pressure flame resulting from the ignition in the first cylinder extending through the passage.
  • the engines embodying the principles of the present invention can be operated either on a four cycle basis or a two cycle basis.
  • the invention is most easily applicable to engines of the opposed piston type.
  • a particularly efficient embodiment utilizes the opposed pistons in one cylinder type of setup utilized in the new Eco Motors (located in Allen Park, MI) engine.
  • the Eco Motors set up includes two cylinders disposed on opposite sides of a central portion of the crankshaft.
  • the central portion of the crankshift is connected to a pair of connecting rods so as to move a pair of pistons one within each cylinder in two stroke cycles out of phase 180° with respect to one another.
  • An opposing piston is mounted in the cylinders, each of which is constrained to move in a cooperating two stroke cycle by a pair of parallel elongated connecting rods pivoted to an opposing piston and to the crankshaft so as to be 180° out of phase with respect to one another.
  • the Eco Motors engine is advertised as being modular.
  • a dual modular engine includes two modular engines connected together by a clutch assembly.
  • the dual modular engine is comparable to the eight cylinder engines capable of operating on four cylinders only to save fuel.
  • the clutch makes it possible to render one modular engine totally inoperable.
  • One of the objects of the present invention is to reconfigure the Eco Motors dual modular with clutch engine (or another similar such engine) and achieve selective normal operation and fuel saving operation in an improved new cycle way so that the reconfiguration saves parts and the new cycle is more efficient when compared with the dual modular Eco Motors engine and its operation in fuel saving mode.
  • the above objective is achieved by abandoning the modular idea and mounting two side by side cylinders on opposite sides of a single central crank shaft so that in each pair of cylinders a pair of opposed pistons move simultaneously through the same two stroke cycle. In this way the events occurring in each pair of side by side cylinders are the same but 180° out of phase with one another.
  • the fuel saving mode is accomplished simply by providing a passage between each pair of side by side cylinders at the central combustion chamber areas, and then reprogramming the computer operated fuel injectors so that one of the two injectors for the two cylinders does not inject instead of both injecting as in normal operation.
  • an internal combustion engine comprising: a frame structure, a pair of piston and cylinder assemblies mounted on said frame structure including two side by side cylinders and pistons movably mounted in the cylinders for simultaneous movements through repetitive cycles, each including simultaneous compression strokes and immediately following simultaneous power drive strokes, and an output shaft connected with said pistons so as to be moved by the pistons through a predetermined number of rotational movements during each cycle of movement of the pistons.
  • a fuel injection and charge ignition system includes an injector operatively associated with one of the piston and cylinder assemblies and another injector operatively associated with the other of the piston and cylinder assemblies.
  • the fuel injection and charge ignition system is constructed and arranged in one mode of operation to establish at the beginning of the simultaneous power drive strokes of the pistons of both cylinders a charge of ignitable compressed air fuel mixture in one of the cylinders and a charge of unignitable compressed air in the other of the cylinders.
  • a passage between the side-by-side cylinders communicates the high pressure conditions created by the ignition of the charge of ignitable air-fuel mixture in the one of the cylinders with the charge of compressed air to raise the pressure in the other of the cylinders during the one mode to move the number of the pistons associated therewith through the simultaneous drive stroke thereof.
  • the fuel injection and charge ignition system is constructed and arranged to operate in a second mode of operation to establish at the beginning of the simultaneous power drive strokes a charge of ignitable compressed air-fuel mixture in both cylinders so that the ignition of both ignitable charges moves the pistons of both assemblies together through the simultaneous power drive strokes thereof.
  • a controller is provided for selecting between the first and second modes of operation for the fuel injection and charge ignition system.
  • a typical Pinnacle type engine as disclosed in the cited disclosures includes a plurality of opposed piston and cylinder assemblies in which the cylinder of the assembly is made up of two cylinder sections movable separately toward and away from one another to seal off and open a centrally located inlet by one cylinder section and a centrally located outlet to the other cylinder section.
  • a distinct feature of the Pinnacle engine is the ability to move one of the crankshaft driven piston units of one assembly toward and away from the opposed crankshaft piston driven unit of the other assembly to thereby change the compression ratio within the cylinders as between the two assemblies. While the patent disclosures of the Pinnacle type engine attributes various advantages to these features, the arrangement does not provide for selective operation in a normal mode or in a fuel saving mode where fuel injection is cut off.
  • one example of this type of dual mode operation is the type presently built into eight cylinder engines wherein four of the eight cylinders are not fed fuel as they go through their cyclical movements.
  • Another example is to provide two unitized engines with a clutch between them enabling one to be completely shut down. See, for example, US Pat. Appln. Pub. No. 2010/0056327 . Both of these examples involve disruption of operation and non use of parts.
  • the present invention contemplates the provision in a Pinnacle type engine of a dual mode of operation in an improved manner where all parts function in both modes; which renders the engine in fuel saving mode to be more efficient while allowing full variable Pinnacle operation.
  • the improvement of the present invention contemplates the use of the underlying principles of the dual mode of operation discussed above and with respect to example embodiments disclosed below, and also disclosed in my pending U.S. Patent Application Ser. No. filed 13/475,253 filed May 18, 2012 .
  • two piston and cylinder assemblies which in normal mode operate separately in usual fashion have a fuel saving mode wherein only one assembly fed fuel is fired and the high pressure conditions created by the firing are transmitted to the other assembly to drive it simultaneously, the increased expansion being more efficient.
  • the present invention contemplates allowing each one of two parallel piston and cylinder assemblies of a Pinnacle type engine to operate at all times 180° out of phase with each other with all variables and to add a two stroke piston and cylinder assembly valved by piston movement between the two four stroke pinnacle assemblies.
  • the two stroke assembly is constructed (1) so that the fuel component normally fed thereto can be selectively cut off, leaving the internal pressure condition at normal firing time simply air under compression pressure, and (2) so that alternately this compression air pressure condition can be alternately communicated with the combustion chamber of a 4 stroke assembly during the firing stroke thereof so as to drive the two stroke assembly through a simultaneous increased pressure drive stroke.
  • the two stroke assembly preferably has a displacement greater than the four stroke assemblies. It can be seen that in normal operation, the two stroke assembly is fed fuel twice during one feed of fuel to each 4 stroke assembly. Consequently, when the fuel saving mode is in operation the two fuel feeds to the two stroke assembly are saved, and there is a fuel saving of at least one half when compared with normal. Moreover, the added expansion by the two stroke assembly during each four stroke assembly cycle serves as an efficiency booster in the fuel saving mode.
  • FIG. 1 there is shown in Figures 1 and 2 there of an internal combustion engine, generally indicated at 10, that embodies the principles of the present invention.
  • the engine 10 includes a main frame structure 12 shown illustratively as one piece in the drawings.
  • the frame may be made up of many conventional pieces.
  • the frame structure defines pairs of side by side cylinders 14L and 14R disposed in general alignment on opposite sides of an output crank shaft 16.
  • Mounted within the pairs of cylinders 14L and 14R are pairs of opposed pistons 18L and 20L and 18R and 20R respectively.
  • the pair of pistons 18L are slidably sealingly mounted in the pair of cylinders 14L for simultaneous movements together toward and away from the crank shaft 16 by a pair of connecting rods 22L pivotally connected at one of their ends to the pair of pistons 18L (as by wrist pins not shown) with their opposite ends rotatably mounted on two aligned interior cranks 24 of the crank shaft 16.
  • the pair of pistons 18R are slidably sealingly mounted in the pair of cylinders 14 R for simultaneous movements together toward and away from the crank shaft 16 by a pair of connecting rods 22R pivotally connected at one of their ends to the pair of pistons 18R (as by wrist pins not shown) with their opposite forked ends rotatably mounted on the two interior cranks 24.
  • the pair of pistons 20L are slidably sealingly mounted in the pair of side by side cylinders 14L outwardly of the pair of pistons 18L therein for simultaneous movements toward the pistons 18L as the pistons 18L move away from the crankshaft 16 and away from the pistons 18L as the pistons 18L move toward the crank shaft 16.
  • the simultaneous movements of the pair of pistons 20L is accomplished by a pair of fixed rods 26L extending outwardly of the pair of pistons 20L and having a shaft 28L extending transversely therethrough so as to be relatively pivoted with respect to the piston rods 26L about the axis of the shaft 28L.
  • the shaft 28L moves within three axially spaced slots 30L formed in the adjacent end of the frame structure 12 as shown, the central portion of the shaft 28L extending between the spaced connecting rods 26L slides in the central slot 30L and opposite ends of the shaft 29L extend outwardly of the rods 26L through the outer two slots 30L and then beyond the adjacent frame structure 12.
  • Pivoted to the outwardly extending ends of the shaft 28L are one of the ends of a pair of exterior connecting rod's 32L.
  • the pair of exterior connecting rods 32L extend inwardly toward the crank shaft 16 and have their inner ends rotatably connected to two exterior cranks 34 on the opposite ends of the crank shaft 16 transversely outwardly of the adjacent frame structure 12.
  • the pair of outer pistons 20R are related to the pair of inner pistons 18R and move simultaneously together and away from one another by a similar assembly of components including piston rods 26R, shaft 28R moving in slots 30R and a pair of exterior connecting rods 32R having their inner ends rotatably connected to the cranks 34 of the crank shaft 16 and their outer ends pivotally connected with outer ends of the shaft 28R.
  • the pairs of pistons 18L and 20L move simultaneously trough two stroke repetitive cycles each including (1) a compression stroke wherein the pairs of pistons 18L and 20L move from an outer limiting position spaced widely apart toward one another into inner limiting position spaced apart but almost together and (2) a power drive stroke wherein the pairs of pistons 18L and 20L move from the inner limiting position to the outer limiting position away from one another.
  • the pairs of pistons 18R and 20R have a similar two stroke repetitive cycle. However, since they are connected to the same cranks of the crank shaft 16 (i.e., at the same crank axis), the two stroke cycle thereof is displaced 180° from the two stroke cycle of the pairs of pistons 18L and 20L. Stated differently, the pistons 18L and 20L move through a compression stroke while the pistons 18R and 20R move through a power drive stroke and when the pistons 18L and 20L move through a power drive stroke the pistons 18R and 20R move through a compression stroke.
  • the pistons 18L-20L and 18R-20R are moved through repetitive out of phase two stroke cycles during each revolution of the crankshaft 16 because during the time when the pistons are near the outer limiting positions a flow of air under pressure is made to pass into one end of each pair of side by side cylinders 14L or 14R through an inlet opening 36 in each cylinder 14 and out an outlet opening 38 at the opposite end of each cylinder. Conversely, the pistons in the other cylinders are in the inner limiting position and the openings 36, 36 are closed off.
  • FIG. 3 illustrates schematically how a pump 41 (suitable to be driven by the output shaft 16) feeds a pressurized flow of air through tubes to each inlet opening 36 when the inlet openings and outlet openings 38 are opened in accordance with known practice by the movement of the associated pistons 18 or 20 thereby near the end of the power drive strokes thereof.
  • the compression ratio is chosen so that when the pistons 18 and 20 reach near or at their inner limiting positions, the pressure and temperature conditions of the air is such that an injection of fuel also causes compression ignition to occur.
  • a fuel injector 42 carried by the frame structure 12 in association with each cylinders 14 is positions so that its nozzle enters within the cylinder 14 in the combustion chamber space between the pistons 18 and 20 when in their inner limiting positions.
  • FIG 4 illustrates schematically the four fuel injectors 42 having high pressure fuel lines 44 leading thereto from a conventional source, indicated schematically by the numeral 46.
  • the fuel injectors 42 are constructed and arranged with electrically operated valves shown schematically at 48 which open to inject fuel into the cylinder 14 and close to stop injection.
  • Electrical lines 50 are shown schematically connected to the valves 48.
  • the lines 50 are shown connected to a controller, such as a computer, shown schematically by the numeral 52.
  • the lines 50 transmit signals to the valves 48 to open and close them with the interval between the opening signal and the closing signal determining the amount of fuel injected.
  • each pair of side by side cylinders 14 are made to communicate with one another by a passage 54 extending between each side by side pair at central portions thereof opposite the injectors 42.
  • the computer 52 is programmed to selectively cause one injector 42 associated with one cylinder of each pair of side by side cylinders 14 to inject zero fuel or in other words not to inject.
  • the computer 52 normally operates the four injectors 42 to inject the same amount of fuel into both of each same-side pair of cylinders 14L or 14R to cause ignition to occur therein bearing in mind that the injection in the one pair of cylinders 14L or 14R is 180° out of phase with other pair of cylinders 14L or 14R. It will be noted that simultaneous ignition occurs in both cylinders of a pair so that passage 54 is not significantly in play as the high pressure created by ignition in both cylinders 14 will act on both pairs of opposed pistons 18 and 20.
  • This fuel saving mode of operation which can be selected by the computer 52 reduces the fuel used by the engine in half just as is done with the V-8 that can selectively operate on four cylinders or the dual modular Eco Motor with clutch.
  • the fuel saving mode of the present invention operates all moving components of the engine with a more efficient use of the lesser fueled ignitions.
  • the function of the automobile In order for the computer 52 to select the fuel saving mode in automobile usage, the function of the automobile must be electrically sensed and transmitted to the computer 52.
  • FIG. 5-9 there is shown in Figures 5-9 thereof a spark ignite internal combustion engine, generally indicated at 110, embodying the principles of the present invention.
  • the engine 110 includes a frame structure, generally indicated at 112, which is shown, in Figure 5 as being of three piece construction including a main body structure 114 with a head structure 116 on opposite ends of the main body structure 114. It will be understood that the three piece construction is illustrative only and that the frame structure 114 would be actually constructed in many pieces in accordance with known practice.
  • the engine 110 is opposed piston configuration having opposed duplicate operative piston and cylinder assemblies connected to opposite sides of a centrally located output crankshaft 124 so that the assembles are 180° out of phase with respect to one another.
  • the body structure 114 includes structures defining four inline cylinders, designated by the numeral 118 with added letters A through D respectively. Slid ably sealingly mounted in the four cylinders 118 are four pistons, designated by the numeral 120 with added letters A through D respectively.
  • Each piston 120 has one end of a connecting rod 122 pivotally connected thereto as by a conventional wrist pin (not shown).
  • the opposite end of each connecting rod 122 is rotatably connected to the output shaft 124.
  • the output shaft 124 is formed with four U-shaped crank portions, designated by the numeral 126 with added letters A through D respectively, spaced apart by straight bearing portions 128 journalled in bearings suitably mounted on the body structure 114.
  • the crank portions 126A and 126D are oriented to extend outwardly from the adjacent bearing portions 128 in the same directions and the crank portions 126B and 126C are oriented to extend outwardly from the adjacent bearing portions 128 in the same direction but disposed 180° from the direction of extent of the crank portions 128.
  • Each connection between the ends of the piston rods 122 with the output crank shaft 124 is accomplished by journaling an end of a respective piston rod 122 rotationally on the right of a respective U-shaped crank portion 126.
  • the pistons 120A and 122D will move together through simultaneous strokes in one direction while the pistons 120B and 120C move together through simultaneous strokes in an opposite direction.
  • the head structure 116 which defines an end wall closure for all four cylinders 118 has formed therein an air supply passage designated by the numeral 132 with added letters A through D respectively which communicates with the four cylinders 118 through four inwardly facing valve seat defining inlet openings designated by the numeral 134 with added letters A through D respectively.
  • the head structure 116 also has formed therein four exhaust passages designated by the numeral 136 with added letters A through D respectively which communicate with the four cylinders 118 through four inwardly facing valve seat defining outlet openings, designated by the numeral 138 with added letters A through D respectively.
  • stem operated poppet valves Mounted on the head structure 116 for movements toward the inlet openings 134 into sealing relation thereto and away from the inlet openings 134 into opening relation thereto are four stem operated poppet valves, designated by the numeral 140 with added letters A through D respectively. Also mounted on the head structure 116 for movements toward the outlet openings 138 into sealing relation thereto and away from the outlet openings 138 into opening relation thereto are four stem operated poppet valves, designated by the numeral 142 with added letters A through D respectively.
  • the poppet valves 140 and 142 are spring biased to move into sealing relation with their associated openings 134 and 138 by conventional springs 139 and are moved against the spring bias into opening relation to their associated openings 134 and 138 by a camshaft 144 rotatably mounted on the head structure 116 in a position overlying the valves 140 and 142 and the openings 134 and 138.
  • the camshaft 144 is rotationally moved at a rotational speed one half the rotational speed of the output shaft 124 by a conventional rotational movement transmitting mechanism 145 connected between the output shaft 124 and the camshaft 144 so that during every two revolutions of the output shaft 124 the camshaft 144 is driven thereby through one revolution. In this way, the camshaft 144 is able to move the valves 140 and 142 through one cycle of movement while the pistons 120 are moving through a four consecutive 180° strokes of movement.
  • the sequence of the cycle of movements of the valves 140 and 142 is determined by four inlet opening and closing cam portions, designated by the numeral 146 with added letter A through D respectively.
  • camshaft 144 Formed on the camshaft 144 in axially spaced relation in alignment with and to engage the stem end of the four inlet valves 140 are four outlet opening and closing cam portions, designated by the numeral 148 with added letters A through D respectively.
  • the cam portions 148 are formed on the camshaft 144 in axially spaced relation in alignment with and to engage the stem ends of the four outlet valves 142.
  • Each cam portion 146 and 148 is configured to provide (1) leading surfaces which when engaged with a valve stem moves the valve 142 or
  • each piston 120 controlled by the rotation of the output shaft 124 through two revolutions are as shown in Figures 6-9 and indentified in order as an intake stroke, a compression stroke, a power drive stroke, and an exhaust stroke.
  • each inlet valve 140 and outlet valve 142 during the four identified piston strokes of the associated piston 120 is as follows (1) during the intake stroke inlet valve 140 is opened and outlet valve 142 is closed (2) during the compression and power drive strokes both valves 140 and 142 are closed and during the exhaust stroke inlet valve 140 is closed and outlet valve 142 is opened.
  • the exact timing of the required valve movement within the associated strokes is in accordance with known practice.
  • the engine 110 also includes four fuel injectors, designated generally by the numeral 150 with added letters A through D respectively.
  • the four fuel injectors 150 are of known construction and embody a known control system similar to the one shown in Figure 4 an example, is embodied in a 4 cylinder, four cycle GM engine.
  • Each injector 150 is communicated with a pressurized fuel containing manifold (not shown) through a opening in an upper end 152 thereof.
  • Each upper open end 152 communicates the fuel under pressure received therein to a lower discharge nozzle 154.
  • Each injector 150 also includes an electrically controlled valve similar to the valves between the upper ends 152 of Figure 4 and lower nozzle 154, which allows fuel under pressure to flow from the nozzle 154, when open, and to prevent the flow of fuel under pressure from the nozzle 154 when closed.
  • the timing between the opening of the control valve and the closing of the control valve determines the amount of fuel injected.
  • the electrically operated control valves are operated by electrical signals from a computerized system as shown in Fig. 9A .
  • the frame structure 116 has a passage 156 formed therein that communicates cylinder 118B to cylinder 118C (the two middle cylinders) adjacent the valve ends thereof.
  • a conventional distributor - spark plug ignition system is provided for the engine 110, the distributor components of which also not shown, the ignition system includes a spark plug 162 associated with cylinder 118B and spark plugs 164A and 164D associated with cylinders 18A and 18D.
  • the pistons 120A and 120D in cylinders 118A and 118D have simultaneous intake strokes during which the injectors 150A and 150B inject the same amount of fuel into the air being drawn into the respective cylinder 118A or 118D.
  • the charges of air fuel mixture within the cylinders 118A and 118D established at the end of the simultaneous intake strokes of pistons 120A and 120D therein are compressed during the following simultaneous compression stroke of the pistons 120A and 120D into compressed charges of mixed fuel and air.
  • the spark plugs 164A and 164D are simultaneously activated, the pistons 120A and 120D will be moved through their simultaneous power drive strokes, followed by simultaneous exhaust strokes.
  • the injectors 150B and 150C in cylinders 118B and 118C are also injected with the same amount of fuel as cylinders 118A and 118D.
  • pistons 120B and 120C establish charges of compressed air and fuel mixture therein at the end of the simultaneous compression strokes thereof, the charges of compressed air and fuel mixture in cylinders 118B is ignited by spark plug 162 and the resulting ignition creates a pressurized flame in cylinder 118B which passes through passage 156 into cylinder 118C to ignite the charge of compressed air and fuel mixture in cylinder 118C.
  • the injector 150C associated the cylinder 118C does not go through an injection cycle but injector 150B does.
  • injector 150B does not go through an injection cycle but injector 150B does.
  • FIG 9A there is shown therein a preferred embodiment of a computerized system for controlling the injectors 150 A-D associated with each bank of four piston and cylinder assemblies.
  • the injectors of bank 1 have the designation (1) added and the injectors of bank 2 have the designation (2) added.
  • the system includes a computer 52 (1 & 2) which receives electrical signals from a switch panel having three switches S(1), S(2), and S(3).
  • the three switches as shown are manually actuatable but it would be possible to actuate them in response to sensed conditions such as the vehicle going onto an upgrade, or the cruise control being activated and the like.
  • the computer 52 (1 & 2) is programed to operate all of the injectors 150 A-D (1 & 2) in properly timed relation.
  • the engine 110 is operating at full power mode useful when the vehicle is on an upgrade or any time a burst of power is needed. It is noted that when in this mode, a double firming will occur during each stroke or 180° turn of the output shaft.
  • the computer When switch S(2) is activated, the computer is programmed to inject fuel alternately to injectors 150 B(1) and 150 C(1) and alternatively to injectors 150 B(2) and 150 C(2) all in properly timed relation.
  • Injectors 150 A (1 & 2) and 150 D (1 & 2) are allowed to inject fuel in normally timed relation to their respective cylinders.
  • the delivery of fuel by the respective injectors 150 A (1 & 2) and 150 D (1& 2) will result in two double firmings out of phase with respect to one another and with respect to the firming of injectors 150 B (1 &2) and 150 C (1 & 2).
  • FIG 10 there is shown therein an engine 210 embodying the principles of the present invention which operates on a two stroke cycle rather than on a four stroke cycle. As shown similar parts have been given numbers with a leading 2 rather than the leading 1 as in figures 5-9 so that the description will be concerned only with the differences.
  • the exhaust outlets 136 are changed to inlets designed by the numeral 282 with added letters A through D respectively.
  • outlet valves 142 A-D become inlet valves 254A-D that are moved simultaneously with the inlet valves 240 A-D respectively.
  • the cylinders 220 are formed with a series of annularly spaced outlets, designated by the numeral 286 with added letters A through D respectively, as before, the inlets 232 and 282 communicate with a filtered air manifold (source not shown) and the outlets 286 communicate with a muffled exhaust manifold not shown.
  • the four piston and cylinder assemblies of the engine 210 are provided with a different cam shaft 288 for controlling each assembly to go through a two stroke cycle of movement during each revolution of output shaft 224.
  • the rotational motion transmission assembly 145 is changed to effect this change as indicated at 290 so that the rotation of the cam shaft 288 is driven through one revolution during each rotation of the output shaft 224.
  • Each cycle includes a gaseous charge exchange portion which establishes that each piston has an appropriate charge of compressed gas therein either an air-fuel mixture or air without fuel mixed therein at the end of a first compression stroke.
  • the charges of compressed air-fuel mixture are then ignited to begin a return power drive stroke at the end of which the gaseous charge exchange portion begins when the associated piston 220 moves below the outlets 286 and inlet valves 243 and 284 are opened.
  • the gaseous charge exchange portion ends with the movement of the piston 220 upwardly beyond the outlets 286 after which the rest of the stroke is compression.
  • crank shaft 224 is the same as far as piston movements are concerned.
  • the piston 220B and 220C move together while pistons 220A and 220D move together. With the cycle the same and thereof 180° out of phase with respect to simultaneous cycles of pistons 220B and 220C.
  • Figure 10 shows the position of the parts with the pistons at respective mid positions of movement corresponding to the middle of the power drive strokes of pistons 220B and 220C and the middle of the compressing strokes of piston 220A and 220D, with all valves closed.
  • the two middle piston and cylinder assemblies B and C go through a gas exchange portion together but only cylinder 218B receives a fuel charge during gas exchange so that at the end of the compression stroke cylinder 218B has a charge of compressed air-fuel mixture therein while cylinder 218C has a charge of compressed air therein.
  • the ignition of the charge in cylinder 218B is communicated through passage 256 to raise the air compression pressure in cylinder 218C and effect the power drive stroke thereof together with the drive stroke of piston 220B.
  • the same cycle is carried out in cylinders 220A and 220D only 180° out of phase with respect to one another.
  • the operation in normal mode operation is that both cylinders receive a charge of air-fuel mixture which are both ignited as before.
  • the engine 210 has the advantage that a double power drive stroke is applied every half turn of the output shaft 224.
  • the fuel saving mode achieves the advantage previously noted.
  • the engine 310 includes Pinnacle engine components including first and second opposed piston and cylinder assemblies 312 and 314 and an added third opposed piston and cylinder assembly 316 disposed between the first and second assemblies 312 and 314.
  • the first and second opposed piston and cylinder assemblies 312 and 314 may be constructed in accordance with the aforesaid patent disclosures owned by Pinnacle. As such, each assembly 312 and 314 is carried by a frame assembly 318 and includes a pair of opposed pistons 320 and 322 and a further letter designation R or L depending on which is shown at the right (R) or left (L) in Figure 11 . Each piston 320 or 322 includes a further letter designation I for Inlet or E for Exhaust. The pistons 320 are slidably mounted in a cylinder section designated by the numeral 324 with a further similar letter designation and the pistons 322 are slidably mounted in a cylinder section designated by the numeral 326 with a further similar letter designation.
  • Cylinder sections 324 and 326 constitute valve elements which are each mounted in a fixed main frame section 328 of the frame assembly 318 for cooperating reciprocating movement with respect to a swirl control valve structure, generally indicated at 330.
  • Each swirl control structure 330 is disposed between the associated cylinder sections 324 and 326 and extends outwardly therefrom in fixed relation to the main frame section 328.
  • Each swirl control valve structure 330R or 330L has interior surfaces which provide valve seats and define the exterior of a centrally located combustion chamber 332R or 332L which communicates with the interior of the associated cylinder sections 324R and 326R or 324L and 326L.
  • Each swirl control valve structure 330R or 330L also provides an inlet 334R or 334L which leads to the combustion chamber 332R or 332L and is opened thereto or closed there from by the position of reciprocating movement of the associated cylinder section 324RI or 324LI and an outlet 336R or 336L which leads from the combustion chamber 332R or 332L and is opened there to or closed there from by the position of reciprocating movement of the associated cylinder section 326RE or 326LE.
  • each swirl control valve structure 330 also includes air and fuel supply valving (not shown in the drawings) capable of establishing an air-fuel mixture of a controlled fuel richness or leanness in a swirl formation to the combustion chamber 332R or 332L in timed relation to the cyclical movement of the pistons 320 and 322 within their respective cylinder section 324 and 326.
  • the pistons 320 and 322 are cyclically moved within their respective cylinder sections 324 and 326 by means of opposed crankshafts 338 and 340, each having a pair of axially spaced similarly radially directed crank portions 342.
  • One end of a connecting rod 344 is pivoted to each crank portion 342 the opposite end of which is pivoted to an associated piston 320 or 322.
  • the opposed crankshaft and connecting rod arrangement has the effect of moving the pistons 320 and 322 within their respective cylinder sections 324 and 326 toward and away from each other and toward and away from the associated centrally located combustion chamber 332.
  • the timing of the cyclical movements of the pistons 320 and 322 is related to the reciprocating movements of the cylindrical sections 324 and 326 by a camshaft assembly (not shown) suitably driven by the crankshaft rotation and constructed in accordance with the aforesaid Pinnacle Pat. Appln. Pubs.
  • the components which transmit the rotational movement of the camshaft assembly to the reciprocating movements of the cylinder sections are not shown in the drawings except for a flange portion 346 on the exterior of each cylinder section 324 and 326 by which each cylinder section 324 and 326 is reciprocatingly moved.
  • each four stroke cycle includes the usual intake stroke where the pistons 320 and 322 move apart to take into the cylinder volume between the pistons 320 and 322 a charge of air fuel mixture provided by the associated swirl control valve structure 332 with a cylinder section 324 opening an inlet 334.
  • the inlet is closed by movement of the cylinder section 324 and they begin a movement toward one another through a compression stroke into a limiting position in closely spaced relation to one another wherein the air-fuel mixture is compressed within the combustion chamber 332 to a compression pressure.
  • a spark plug 348 provided by the associated swirl control valve structure 330, is energized to ignite the air fuel mixture.
  • the increased pressure conditions of the ignition drive the pistons 320 and 322 away from each other through a power stroke.
  • the cycle is completed by a movement of the pistons 320 and 322 toward each other through an exhaust stroke during which the associated cylinder section 326 opens the outlet 336 provided by the swirl control valve structure 330.
  • Each stroke of the cycle is accomplished during one half of one revolution of the crankshafts 338 and 340, with each cycle taking place in two revolutions of the crankshafts 338 and 340.
  • the four consequative events that take place in four consequative strokes are accomplished by the camshaft assembly which is geared to rotate at half the rotational speed of the crankshaft 338 or 340.
  • the assemblies 312 and 314 are constructed so that the compression ratio of each can be varied, which varies the compression pressure in the combustion chamber 332 at the end of each compression stroke of the assembly 312 or 314. This variation is accomplished by connecting the crankshafts 338 and 340 rotationally together by a gear train 350 and mounting the cranskshaft 340 on a frame assembly subframe 352 pivotally mounted on the main frame assembly 318.
  • the gear train 350 includes a first gear 354 fixed to the crankshaft 338 which, in turn, is journaled on the main frame assembly 318 for rotation about a fixed axis of rotation.
  • the first gear 354 meshes with a second gear 356 suitably joumaled on the main frame assembly 318 for rotational movement about a fixed axis.
  • the second gear 355 is preferably double the size of first gear 354 and meshes with it and with a third gear 358 of the gear train 346 of the same size.
  • Third gear 358 is suitably joumaled on the main framed assembly 318 for rotational movement about a fixed axis of rotation.
  • the gear train 350 includes a fourth and final gear 360 which meshes with third gear 358 and is fixed to the crankshaft 340.
  • the crankshaft 340 is mounted on the subframe 352 of the main frame assembly 318 which is pivotally mounted for pivotal movement about the rotational axis of movement of the third gear 358.
  • an activator 362 shown in block diagram in Figure 14 , the compression ratio of the first and second opposed piston and cylinder assemblies 312 and 314 can be varied.
  • the third opposed piston and cylinder assembly 316 includes a pair of opposed pistons 364 and 366 mounted for movement toward and away from each other within a cylinder 368 fixedly mounted on the frame section 328 between the spaced assemblies 312 and 314.
  • the pistons 364 and 336 are moved by the crankshafts 338 and 340 respectively by means of connecting rods 370 and 372 each having one end pivoted to the associated piston 364 or 366 and an opposite end to a central crank portion 372 or 376 on the respective crankshaft 338 or 340.
  • the cylinder 368 has spaced inlet and outlet openings 378 and 380 ( Fig. 14 ) formed in the wall thereof which are valved by the passage of the pistons 364 and 366 there over.
  • the inlet opening 378 is connected with a source of air-fuel mixture, as shown in Figure 14 , the third assembly can operate as a two stroke engine.
  • each assembly 312 and 314 is communicated with central piston defined combustion chamber of the assembly 316.
  • the communication is accomplished by passages 382 R and 382 L extending from each combustion chamber 332, through the associated swirl valve control structure 330 to the center of cylinder 332 by means of an opening 383 therein.
  • Each passage 382 R or 382L is provided with a check valve 384R or 384L respectively which allow gas pressure to flow from the assemblies 312 and 314 to the assembly 316 while preventing gas flow in the opposite direction.
  • FIG. 14 there is shown therein a block diagram of a computer controlled system for an automobile driven by the engine 310.
  • the system includes a computer 386 powered by the car battery (not shown).
  • the computer 386 receives signals sensed by a knock sensor 388 for each assembly 312 and 314.
  • the computer 386 also receives signals from other sensors indicated by block diagram 390.
  • sensors may include ignition key on and off, output shaft rotational speed, wheel rotational speed, gas and brake pedal movements and the like.
  • the system includes a combustion chamber size-varying activator 392 under the control of computer 386 which controls the movement of the combustion size varying structure 350-352 and a swirl valve control activator 394 which controls the swirl valve control structure 330.
  • a combustion chamber size-varying activator 392 under the control of computer 386 which controls the movement of the combustion size varying structure 350-352 and a swirl valve control activator 394 which controls the swirl valve control structure 330.
  • These components function in the dual manner disclosed in the cited Pinnacle Pat. Appln. Pubs.
  • US 2011/0220058 discloses two modes of operation. The first mode is a power mode for medium to high loads and the second is an efficiency mode for low to medium loads.
  • the activators 392 and 394 control the combustion size varying structure 350-352 and the swirl valve control structures 330 to feed a lean air-fuel mixture under low compression in the efficiency mode, which mixture is made richer under high compression pressures for more power in the power mode.
  • These pinnacle components of the system can also use ignition timing to allow the first and second modes to be at the same air-fuel mixture.
  • the components of the system which are added in accordance with the principles of the present invention include a pressurized air assembly valve 396 with its activator 398 and a pressurized fuel injector 3100 with its activator 3102. These components operate in known conventional fashion to normally deliver a variably determined amount of mixed air and fuel to the inlet opening 378 of the assembly 316 at the start of the inlet stroke of the pistons 364 and 366.
  • the no firing condition within the assembly 316 is accomplished by the activator 3102 of the pressurized fuel injector 3100.
  • the present invention contemplates operating in either one of two computer controls of the activator 3102. The first is that the injector 3100 is activated to supply fuel when the Pinnacle components are in the second mode and to cut off the supply of fuel from the injector 3100 when the Pinnacle components are in the first mode. The second is that the injector 3100 is activated to cut off the supply of fuel during both the first and second modes of the Pinnacle components and is activated to supply fuel only in response to a different signal such as an uphill sensing switch actuation or a switch actuation in response to a floor boarding of the gas pedal.
  • a different signal such as an uphill sensing switch actuation or a switch actuation in response to a floor boarding of the gas pedal.
  • the combustion chamber of the assembly 316 will contain a compressed air-fuel charge simultaneous with one of the assemblies 312 and 314.
  • the firing of the air-fuel charge in the combustion chamber of the assembly 312 or 314 is utilized to ignite the air-fuel charge in the assembly 316 by fire passing through the associated passage 382 beyond the associated check valve 384.
  • the assembly 316 with cut off fuel operates to provide added working expansion for the alternate firing of the assemblies 312 and 314.
  • fuel is fed to the assembly 316 its power strokes are simply added to the alternate power strokes of the assemblies 312 and 314.
  • the first instance has the advantage that the first mode of the Pinnacle components is made more efficient while the second mode is made more powerful.
  • the second instance has the advantage that both the first and second modes of the Pinnacle components are made more efficient and power can be added only when needed.
  • the engine 310 can be made to fire completely balanced by two fires each stroke by adding three more piston and cylinder assemblies. When added, the three new piston and cylinder assemblies are operated 180° out of phase with respect to the first three piston and cylinder assemblies.
  • Fig. 15 schematically illustrates a modified engine 310 1 wherein like added parts are designated by the same reference characters with an added 1 (prime).
  • the added three assemblies 312 1 , 314 1 and 316 1 are automatically made to move 180° out of phase with the original assemblies 312, 314 and 316, this movement by virtue of having one set of pistons 322 1 and 364 1 being moved by the crankshaft 338 which moves one set of pistons 322 and 364 of the original three assemblies 312, 314,316.
  • Figure 16 schematically illustrates a modified engine 1 310 wherein like added parts are designated by the same reference characters with a prime added in the front of the numeral.
  • Figure 6 schematically shows the three added piston and cylinder assemblies 1 312, 1 314, and 1 316 in an inline relationship with respect to the first three assemblies 312, 314 and 316.
  • the crankshafts 1 338 and 1 340 are integral with respect to the crankshafts 338 and 340 and configured to be 180° out of phase with respect thereto.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (20)

  1. Moteur à combustion interne (10) comprenant :
    une structure de bâti (12),
    une paire d'ensembles de pistons et cylindres (14, 18, 20) montés sur ladite structure de bâti incluant deux cylindres juxtaposés et des pistons montés de manière amovible dans lesdits cylindres pour des mouvements simultanés sur des cycles répétitifs, chacun incluant des courses de compression simultanées et des courses d'entraînement simultanées suivant immédiatement,
    un arbre de sortie (16) connecté auxdits pistons de manière à être déplacé par lesdits pistons par le biais d'un nombre prédéterminé de mouvements de rotation pendant chaque cycle de déplacement desdits pistons,
    un système d'injection de carburant et d'allumage de charge (42, 44) incluant un injecteur associé de manière opérationnelle à l'un desdits ensembles de pistons et cylindres et un autre injecteur associé de manière opérationnelle à l'autre desdits ensembles de pistons et cylindres, ledit système d'injection de carburant et d'allumage de charge étant conçu et agencé dans un mode de fonctionnement pour établir au début des courses d'entraînement de puissance simultanées des pistons des deux cylindres une charge de mélange air comprimé - carburant allumable dans l'un desdits cylindres et une charge d'air comprimé non-allumable dans l'autre desdits cylindres,
    caractérisé par un passage (54) entre lesdits cylindres juxtaposés conçu et agencé pour communiquer les conditions de haute pression créées par l'allumage de la charge du mélange air - carburant allumable dans ledit l'un desdits cylindres avec la charge d'air comprimé pour élever la pression dans l'autre desdits cylindres pendant ledit un mode de fonctionnement pour déplacer le nombre desdits pistons associés avec celui-ci sur la course d'entraînement simultanée de celui-ci ;
    ledit système d'injection de carburant et d'allumage de charge étant conçu et agencé pour fonctionner dans un deuxième mode de fonctionnement pour établir au début des courses d'entraînement de puissance simultanées une charge de mélange air comprimé - carburant allumable dans les deux cylindres de manière à ce que l'allumage des deux charges allumables déplace les pistons des deux ensembles conjointement, sur les courses d'entraînement simultanée de ceux-ci ; et
    une unité de commande (52) pour sélectionner parmi le premier et le deuxième modes de fonctionnement du système d'injection de carburant et d'allumage de charge.
  2. Moteur à combustion interne (10) selon la revendication 1, dans lequel ladite unité de commande (52) comprend un calculateur.
  3. Moteur à combustion interne (10) selon la revendication 2, dans lequel ladite paire d'ensembles de pistons et cylindres (14, 18, 20) forme une rangée de pistons et cylindres agencés sur un côté dudit arbre de sortie (16) et une deuxième rangée d'une deuxième paire d'ensembles de pistons et cylindres (14, 18, 20) conçue et agencée de façon similaire à ladite première paire sont agencés sur un côté opposé dudit arbre de sortie (16) et connectés avec celui-ci de manière à ce que les cycles de mouvement répétitifs des pistons de celui-ci soient disposés en décalage de 180° par rapport aux cycles de mouvement répétitifs desdits pistons mentionnés en premier ; dans lequel le piston de chaque ensemble de pistons et cylindres (14, 18, 20) constitue un piston interne d'une paire de pistons interne et externe montés dans un cylindre correspondant, les pistons externes étant connectés audit arbre de sortie de manière à se déplacer conjointement avec le piston interne associé respectivement en direction et en éloignement l'un de l'autre.
  4. Moteur à combustion interne (10) selon la revendication 2 ou 3, dans lequel la connexion entre lesdits pistons et ledit arbre de sortie (16) est conçue et agencée de manière à ce que l'arbre de sortie (16) soit déplacé à travers un mouvement de rotation par chaque cycle de mouvement desdits pistons, chaque cycle incluant un échange simultané des produits de combustion avec l'air entre les courses d'entraînement de puissance et les courses de compression des pistons.
  5. Moteur à combustion interne (10) selon la revendication 2 ou 3, dans lequel la connexion entre lesdits pistons et ledit arbre de sortie (16) est conçue et agencée de manière à ce que l'arbre de sortie (16) soit déplacé par le biais de deux mouvements de rotation par chaque cycle de mouvement desdits pistons, chaque cycle incluant des courses d'échappement simultanées suivant les courses d'entraînement de puissance simultanées et les courses d'admission simultanées avant les courses de compression simultanées.
  6. Moteur à combustion interne (10) selon l'une quelconque des revendications 4 ou 5, dans lequel ledit système d'injection de carburant et d'allumage de charge (42, 44) est conçu et agencé pour établir les charges de mélange air compressé - carburant allumable et l'allumage de celui-ci par lesdits injecteurs injectant le carburant dans une charge d'air comprimé à une condition d'allumage par compression.
  7. Moteur à combustion interne (10) selon la revendication 4, dans lequel ledit système d'injection de carburant et d'allumage de charge (42, 44) est conçu et agencé pour allumer chaque charge de mélange air - carburant allumable dans ledit l'un desdits cylindres par un ensemble d'allumage par étincelle, la charge de mélange air - carburant allumable dans ledit l'autre desdits cylindres étant allumée par une flamme sous pression passant depuis l'allumage dans l'un desdits cylindres à travers ledit passage pour allumer la charge de mélange air comprimé - carburant allumable dans l'autre desdits cylindres pendant ledit deuxième mode de fonctionnement.
  8. Moteur à combustion interne (10) selon la revendication 2, dans lequel chaque paire d'ensembles de pistons et cylindres (14, 18, 20) possède une paire opposée correspondante d'ensembles de pistons et cylindres (14, 18, 20) avec les mêmes cycles de mouvement connectés audit arbre de sortie (16) de manière à être déphasé de 180° par rapport au cycle de mouvement de la paire opposée correspondante, chaque paire opposée correspondante d'ensembles (14, 18, 20) possédant un passage entre les cylindres de ceux-ci.
  9. Moteur à combustion interne (10) selon la revendication 8, dans lequel chaque ensemble de pistons et cylindres (14, 18, 20) possède un piston unique dans un cylindre unique.
  10. Moteur à combustion interne (10) selon la revendication 8, dans lequel chaque ensemble de pistons et cylindres (14, 18, 20) possède une paire de pistons opposés mobiles en direction et en éloignement l'un de l'autre dans un cylindre unique.
  11. Moteur à combustion interne (10) selon l'une quelconque des revendications 1 ou 2, dans lequel ladite paire d'ensembles de pistons et cylindres (14, 18, 20) constitue un ensemble interne de deux sur quatre pistons et cylindres en ligne (14, 18, 20) qui incluent également deux ensembles de pistons et cylindres externes (14, 18, 20) incluant deux cylindres externes et deux pistons externes montés dans lesdits deux cylindres externes pour des mouvements simultanés sur des cycles répétitifs, chaque cycle incluant des courses de compression simultanées et suivant immédiatement des courses d'entraînement de puissance simultanées, lesdits deux pistons externes étant connectés audit arbre de sortie de manière à ce que les cycles de mouvement répétitifs de ceux-ci soient décalés de 180° par rapport aux cycles de mouvement répétitifs desdits pistons mentionnés en premier, ledit système d'injection de carburant et d'allumage de charge (42, 44) incluant deux injecteurs de carburant externes associés de manière opérationnelle avec lesdits deux cylindres externes pour entraîner l'allumage simultané des charges du mélange air comprimé - carburant dans ceux-ci pour déplacer les deux pistons externes par le biais de courses d'entraînement simultanées pendant chaque cycle de mouvement de ceux-ci.
  12. Moteur à combustion interne selon la revendication 11, dans lequel lesdits quatre ensembles de pistons et cylindres en ligne forment une rangée d'ensembles sur un côté dudit arbre de sortie et une deuxième rangée d'ensembles de conception et agencement similaires sont agencés sur un côté opposé dudit arbre de sortie.
  13. Moteur à combustion interne selon la revendication 11, dans lequel chaque ensemble de pistons et cylindres de ladite paire d'ensembles inclut un deuxième piston dans chaque cylindre connecté avec ledit arbre de sortie pour (1) se déplacer en direction de l'arbre de sortie tandis que le piston associé se déplace en éloignement de l'arbre de sortie et (2) s'éloigner de l'arbre de sortie tandis que le piston associé se déplace en direction de l'arbre de sortie.
  14. Moteur à combustion interne selon la revendication 1, dans lequel le cycle dudit l'un desdits ensembles de pistons et cylindres se produit lors de deux révolutions de l'arbre de sortie et inclut une course d'admission immédiatement avant ladite course de compression et une course d'échappement immédiatement après ladite course de puissance ;
    dans lequel le cycle dudit l'autre des ensembles de pistons et cylindres se produit lors d'une révolution de l'arbre de sortie et inclut une purge de produits de combustion suivant la course de puissance par l'insertion d'une charge de gaz sous pression avant la course de compression ;
    les chambres de combustion desdits ensembles étant mises en communication par ledit passage de telle sorte que dans ledit un mode de fonctionnement un allumage pendant la course d'entraînement dudit un ensemble produit des conditions de pression augmentée dans la chambre de combustion de celui-ci qui lorsqu'il est mis en communication avec la pression d'air dans la chambre de combustion de l'autre desdits ensembles accomplit la course de puissance de l'autre desdits ensembles.
  15. Moteur à combustion interne selon la revendication 14, dans lequel le gaz sous pression inséré dans le cycle dudit autre ensemble est de l'air et ledit autre ensemble inclut un injecteur de carburant opérable de manière sélective dans ledit deuxième mode de fonctionnement pour injecter du carburant dans ledit air de sorte que le mélange résultant d'air et carburant une fois allumé accomplisse la course de puissance de celui-ci,
    et dans ledit un mode de fonctionnement pour ne pas injecter de carburant dans l'air de sorte que l'augmentation de la pression dans la chambre de combustion dudit un ensemble résultant de l'allumage du mélange air - carburant dans celui-ci une fois mis en communication avec la chambre de combustion dudit autre ensemble accomplisse la course de puissance de celui-ci.
  16. Moteur à combustion interne (10) selon la revendication 15, dans lequel pendant ledit deuxième mode de fonctionnement, l'allumage du mélange d'air et carburant dans la chambre de combustion dudit autre ensemble est accompli par la communication de l'allumage dans la chambre de combustion dudit un ensemble.
  17. Moteur à combustion interne (10) selon la revendication 14, dans lequel ladite structure de bâti (12) inclut un troisième ensemble de pistons et cylindres conçu comme ledit premier ensemble pour avoir un cycle répétitif de deux révolutions d'arbre de sortie comme ledit un ensemble qui est déphasé à 180° par rapport au cycle dudit un ensemble, ledit troisième ensemble ayant une chambre de combustion rapprochée par et en communication avec la chambre de combustion dudit autre ensemble de sorte que lorsque ledit injecteur dudit autre ensemble est sélectivement opérable dans ledit un mode de fonctionnement pour ne pas injecter de carburant les conditions de pression augmentée résultant d'un allumage dans la chambre de combustion dudit troisième ensemble accomplissent de manière alternée une course de puissance sur deux dudit autre ensemble.
  18. Procédé de fonctionnement d'un moteur (10) dans deux modes de fonctionnement pour supporter différentes conditions en cours d'utilisation ; le moteur (10) incluant deux ensembles adjacents de pistons et cylindres connectés avec une structure de vilebrequin de sorte que pendant un nombre prédéterminé de rotations de la structure de vilebrequin, les pistons des deux ensembles soient déplacés simultanément sur des cycles répétitifs, chacun desquels inclut une course de compression et une course d'entraînement de puissance suivant immédiatement ; le procédé comprenant :
    l'établissement sélectif pendant une période dans chaque cycle avant la course d'entraînement de puissance (1) dans un premier mode de fonctionnement d'une charge allumable de mélange air comprimé - carburant dans les deux cylindres des deux ensembles ou (2) dans un deuxième mode de fonctionnement d'une charge allumable de mélange air comprimé - carburant dans le cylindre de l'un desdits ensembles et d'une charge d'air comprimé dans le cylindre de l'autre desdits ensembles ;
    l'allumage de chaque charge allumable dans les cylindres des ensembles de sorte que (1) pendant le premier mode de fonctionnement, les pistons des deux ensembles en résultat de l'allumage sont déplacés dans les deux cylindres par le biais des courses d'entraînement de puissance successives de cycles successifs des deux pistons et (2) pendant le deuxième mode de fonctionnement le piston de l'un desdits ensembles est déplacé en résultat de l'allumage de la charge dans le cylindre de l'un desdits ensembles par le biais des courses d'entraînement de puissance successives de cycles successifs et
    pendant le deuxième mode de fonctionnement la mise en communication du cylindre de l'un desdits ensembles avec le cylindre de l'autre desdits ensembles de sorte que l'élévation de pression résultant de l'allumage dans le cylindre de l'un desdits ensembles soit transmise au cylindre de l'autre desdits ensembles pour déplacer le piston de l'autre desdits ensembles par le biais de la course d'entraînement de puissance de chaque cycle.
  19. Procédé selon la revendication 18, dans lequel l'allumage des charges du mélange air - carburant dans les deux modes de fonctionnement est accompli par allumage par compression en réponse à l'injection de carburant dans une charge d'air comprimé.
  20. Procédé selon la revendication 18, dans lequel l'allumage de la charge du mélange air comprimé - carburant dans le cylindre de l'un desdits ensembles est accompli par un allumage par étincelle dans les deux modes de fonctionnment et dans le premier mode de fonctionnement l'allumage de la charge du mélange air comprimé - carburant dans le cylindre de l'autre desdits ensembles est accompli par la mise en communication de l'allumage dans le cylindre de l'un des ensembles avec le cylindre de l'autre des ensembles et l'admission d'une flamme sous pression résultant de l'allumage dans le cylindre de l'un des ensembles pour allumer les charges du mélange air comprimé - carburant dans le cylindre de l'autre desdits ensembles.
EP13715803.6A 2012-05-18 2013-03-15 Moteurs à combustion interne Not-in-force EP2850301B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US13/475,253 US8443769B1 (en) 2012-05-18 2012-05-18 Internal combustion engines
US201361768127P 2013-02-22 2013-02-22
PCT/US2013/031956 WO2013172973A2 (fr) 2012-05-18 2013-03-15 Moteurs à combustion interne

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AU2013263355B2 (en) 2017-02-02
EP2850301A2 (fr) 2015-03-25
WO2013172973A3 (fr) 2014-03-20
WO2013172973A2 (fr) 2013-11-21
KR20150023295A (ko) 2015-03-05
JP6175494B2 (ja) 2017-08-02
JP2015516544A (ja) 2015-06-11
BR112014028677A2 (pt) 2017-07-25
AU2013263355A1 (en) 2014-12-04

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