WO2000014407A1

WO2000014407A1 - Reciprotating combustion engine

Info

Publication number: WO2000014407A1
Application number: PCT/US1998/018460
Authority: WO
Inventors: Steven W. Hoyt
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-09-03
Filing date: 1998-09-03
Publication date: 2000-03-16
Anticipated expiration: 2001-03-03
Also published as: AU9303598A

Abstract

A reciprotating combustion engine (10) based on a simple combustion cycle utilizes components that convert pressure of expanding gasses directly into hydraulic pressure. A free piston compression ignition cycle in a reciprotating-rotating motion uses only two major parts, reciprotors (14, 15), nested together. An outer compartment contains the combustion chambers (26) and an inner compartment contains hydraulic pumping chambers (42, 52). In the preferred mode, each major component moves approximately seventy degrees of rotational sweep in opposing directions. When fuel compression ignites, the reciprotating components reverse direction to duplicate the two-stroke cycle. Each cycle provides four power strokes and momentum to complete compression ignition. This long power cycle causes a more complete burn of fuels, which reduces atmospheric pollutants. Power is created in the pressurized flow of hydraulic fluid from the pumping chambers, and porting of the exhaust is passive.

Description

In The Application Of

STEVEN W. HOYT

For a

RECIPROTATING COMBUSTION ENGINE

Filed Pursuant to the Pateni Cooperation Treaty

Receiving Offict* - United Stale Pa ent and Trademark Office

BACKGROUND OF THE INVENTION

Field of the Invention:

The present invention is a reciprotating combustion engine. More specifically, the present invention is an engine based on a simple combustion cycle utilizing components that convert pressure of expanding gasses directly into hydraulic pressure. Power is created in the pressurized flow of a hydraulic fluid from pumping chambers, and porting of the exhaust is passive in nature. Thus, the reciprotating combustion engine produces no continuously created shaft work output, but instead produces hydraulic engine pressure.

Description of the Prior Art:

Numerous innovations for combustion engines have been provided in the prior art that are described as follows. Even though these innovations may be suitable for the specific individual purposes to which they address, they differ from the present invention as hereinafter contrasted. The following is a summary of those prior art patents most relevant to the invention at hand, as well a brief description outlining the differences between the present invention and the prior art.

1. # 3,990,406, Roto-Reciprocating Engine, by Sogge

The invention relates to a roto-reciprocating engine combining the reciprocating principle with rotary movement by using an orbiting non-rotating piston and sliding chamber seals to form positive displacement chambers distributed radially around the crankshaft. 2. # 5,433,176, Rotary-Reciprocal Combustion Engine, by Blount

This invention relates to an apparatus for producing a rotary motion force by means of an external combustion engine, rotary-reciprocal type, consisting of a housing, a sealing mechanism or apparatus, a rotor and a shaft combined with a guiding system for the rotary and reciprocal motions, air and fuel intake system, exhaust system and an ignition system. This internal combustion engine has many uses which are commonly known but this apparatus may also be used as a compressor, as a pump, as an engine powered by an expanding heating liquid or gas or a combination of the above.

3. # 4, 166, 438, Machine with Reciprocating Pistons and Rotating Piston

Carrier, by Gottschalk

A reciprocating piston machine useful as a pump, a hydraulic motor or an internal combustion engine has a plurality of cylinders in a carrier surrounding a central shaft. The carrier is in turn surrounded by a ported manifold. The carrier and manifold are adapted for relative rotation one to another such that the cylinders periodically open to the ported manifold. Pistons within the cylinders each describe a path in the earner tangent to a circle in the plane of rotation of the carrier. A gear fixed to the manifold housing about the central shaft induces relative motion between the manifold and the carrier by linkage including gears and shafts and connecting rods of the pistons. In the motor and pump mode, the machine is valveless, and in the engine mode a single valve per cylinder completes the valving functions necessary for an internal combustion engine. A valving cam fixed to the manifold housing biases valving lever arms as relative motion between the manifold housing and the carrier is accomplished. Depending upon the mode, the apparatus of the invention includes manifold ports for pump input and exhaust, hydraulic motor power input and return, and engine input and combustion products exhaust. 4. # 4,702.205, External Combustion Vane Engine with Conformable Vanes, by David

An external combustion engine including a rotary motor equipped with non-sliding vanes but conformable to the shapes of the envelopes within which they are contained and forced to operate and a combustion member comprising a sleeve in which a piston is free to reciprocate. The two end closures of the sleeve and the piston ends cooperate to form combustion chambers (26) at both ends of the piston strokes. The motor compresses air for admission in the combustion chambers (26) where air and fuel is burned and is also used for expanding the combusted gas resulting from the air and fuel combustion. The gas expansion produces more energy than is required to compress the air. The energy difference constitutes the energy yielded by the engine in the form of shaft power. The air admission, the combusted gas exhaust from the combustion member, the air and fuel injection and ignition are all time! y controlled by the piston motion. The air compression and the gas expansion may be performed by a different set of vanes, but may also be performed by the same set of blades, depending upon the manner in which the motor is constructed. In one motor configuration, rigid blades are articulated to allow the blade conforming, whereas blades are flexibly constructed in another alternate motor configuration, to the same end.

5. # ,5,147,193, Power Conversion Machine with Pistons Rotating in Pairs

Relative to Each Other in a Spherical Housing, by Larsen

The power conversion machine includes a housing which defines a spherical cavity as well as a stator which is secured within the housing on a first axis. The stator is provided with an annular groove which is disposed on an angle to the axis of the stator while an annular guide member is slidably mounted in the groove for rotation about the stator axis. A first rotor part is secured to a shaft which is rotatably mounted on the stator and carries a pair of pistons which define ball shaped segments within the cavity of the housing. A second rotor part having a second pair of pistons defining a pair of ball shaped segments within the cavity is disposed on a second axis perpendicular to the axis of rotation. Pins are used to secure the second rotor part to the annular guide member for rocking of the second rotor part about the second axis during rotation of the two rotor parts about the axis of rotation.

6. # 3,989,01 1 , Constant Pressure Heating Vane Rotary Engine, by Takahashi

A new type of engine, which incorporates rotors each equipped with a plurality of vanes and has a volume of a portion necessary for constant pressure heating expansion turned into a volume of an air motor side, is composed by functionally combining vane rotary air compressors and vane rotary air motors.

More particularly, there is an engine conception mainly intended for vehicles of solving, without reducing the engine efficiency, problems concerning complete combustion and prevention of nitric oxide production, which have been generally considered it difficult to realize by reciprocating engines.

7. # 5.070.825, Rotating Piston Diesel Engine, by Morgan

An internal combustion engine has a plurality of pistons reciprocating within cylinders and means to translate the reciprocating motion of said pistons into rotary motion. As the cylinders rotate in an engine cavity about a drive shaft, head ends of the cylinders cyclically pass stationary air and fuel injection means and a stationary exhaust aperture located rotationally downstream from the air and fuel injection means. Each cylinder includes a cylinder wall having an air intake port provided therein. The air intake port is provided at a location at which rotation of the cylinder in the cavity tends to force or scoop air into the cylinder. In particular, the air intake port is provided on a rotationally leading portion of a peripheral portion of the cylinder wall. The air intake port of the cylinder is opened after alignment with the exhaust port has commenced but before the piston in a chamber reaches its e remt point of travel. As the air intake port is thusly opened, ambient air from the engine cavity is forced into the air intake port by rotational motion of the cylinder. Thus, with the cylinder registering with the exhaust port, the rotational motion of the cylinder forces or scoops ambient air from the engine cavity into the air intake port, through the interior or the cylinder, and through the exhaust aperture for scavenging the cylinder assembly.

8. # 4,382.748, Opposed Piston Type Free Piston Engine Pump Unit, by Vanderiaan

A free piston engine pump (FPEP) converts combustion energy into hydraulic power in an efficient, controlled and relatively uncomplicated manner, for example, for vehicle propulsion, auxiliary system power, etc. The FPEP is substantially naturally mass balanced having opposed engine pistons driving respective in-line hydraulic pumps. An adjustable accumulator with a deformable fluid-tight chamber containing a compressible fluid stores and delivers energy for compression, and an arrangement of control valves and check valves enables selective operation of the FPEP in primary (high flow) and secondary (high pressure) modes. Plural FPEP's may be interfaced for parallel operation sharing common elements and functions. Cycle rate, intermittent operation and start-up also may be controlled. Electronic monitoring and control of one or more operational parameters of a FPEP also are disclosed.

9. # 5,634,779, Hydraulic Fluid-Driven, Multicylinder, Modular Reciprocating

Piston Pump, by Eysymontt

A hydraulic fluid-driven, multicylinder, modular, reciprocating piston pumping machine of non pulsating flow and independently variable forward and return stroke speeds comprises several pumping modules each having one primary cylinder and one secondary cylinder coaxiaily joined by an angularly and radially oscillating bushing through which slides a piston rod with an angularly oscillating piston at each of its ends. Each primary cylinder has the end opposed to the bushing closed by valve manifolds interconnected through a pressurized hydraulic fluid distributor conduit through which pressurized hydraulic fluid is supplied to the primary cylinder of each module by at least one hydraulic pump. A hydraulic fluid chamber formed in each primary cylinder by the piston back, said bushing, the rod's surface and the cylinder's interior wall, communicates with all such chambers of the rest of the modules by a distributor-collector conduit provided with at least one hydro-pneumatic accumulator connected to a relatively large, second supplementary gas reservoir constituting a volumetric compensator for all the hydraulic fluid contained in all said chambers, and at the same time providing pressure for the pistons back stroke. One or more further hydro- pneumatic accumulators are provided in a return fluid collector connected to the valve manifolds, and further individual hydro-pneumatic accumulators are provided for the valve manifolds.

10. # 5,327,857, Vehicular Drive System Using Stored Fluid Power For Improved Efficiency, by Howell

A road vehicle drive system using a crankless, unthrottled internal combustion engine directly powering its wheels hydrostatically to eliminate wasteful idling and part-throttle operation so that fuel use and harmful emissions are much reduced in a lighter, less costly vehicle retaining the operational convenience of conventional systems.

In contrast to all of the patents listed above, the present invention teaches the usage of a free piston compression ignition cycle in a reciprocating-rotating motion, which uses just two principal components, "'reciprotors,^"' nested together and counter-rotating in alternate motions. Unlike many of the aforementioned patents, in the present invention an outer compartment contains the combustion chambers and an inner compartment contains hydraulic pumping chambers. Each reciprotor moves a predetermined degree of rotational sweep in opposing directions, reversing direction to duplicate the two-stroke cycle when fuel compression ignites, absent the usage of traditional spark plugs.

Moreover, the present invention uniquely features full containment of the pumping chambers within the major moving parts, or reciprotors. Also uniquely included in the present invention is a linked motion of the intake valving means to the motion of each reciprotor. In addition, through the motion of the intake valving means, the motion of one reciprotor is symmetrically linked to that of the second reciprotor.

Furthermore, in the present invention hydraulic pressure is created to perform work, instead of traditional, continuous shaft work. Such output may then be created through the usage of a traditional or alternative power unit. Although power created in the pressurized flow of hydraulic fluid from pumping chambers is taught in the prior art, no patent retrieved in the search illustrates a system wherein porting of the exhaust is passive, as in the reciprotating combustion engine. This air and fuel induction system of the present invention also utilizes a plurality of intake valves, which together additionally serve as an effective synchronizing mechanism. Although the preferred mode utilizes two spherical rotary valves for this purpose, the present invention may include alternate means, such as cam-operated poppet valves that are traditionally used in internal combustion engines. This, among numerous additional features, serves to distinguish the present invention from previously issued patents.

SUMMARY OF THE INVENTION

The reciprotating combustion engine, is based on a simple combustion cycle. The cycle utilizes components that convert pressure of expanding gasses directly into hydraulic pressure. A free piston compression ignition cycle in a reciprotating-rotating motion uses only two major parts, reciprotors. nested together. An outer compartment contains the combustion chambers and an inner compartment contains two hydraulic pumping chambers. In the preferred configuration, each major component of the engine moves approximately seventy degrees of rotational sweep in opposing directions. When fuel compression ignites, the reciprotating components reverse direction to duplicate the two- stroke cycle. Each cycle ultimately provides four power strokes and momentum to complete adequate compression ignition. This inherently long power cycle causes a more complete burn of one of many combustible fuels, which can be expected to reduce atmospheric pollutants significantly.

Constant hydraulic resistance within the reciprotating combustion engine promotes a slow expansion of the combustion chamber volume and a more complete combustion process, yielding lower emissions per gram of fuel consumed. Less the amount of friction in the seals and bearings, the work done on the hydraulic fluid is substantially of a one-to-one ratio until the exhaust port is reached.

The engine's power is created in the pressurized flow of a hydraulic fluid from the aforementioned pumping chambers, wherein porting of the exhaust is passive in nature. The air and fuel induction system, in the preferred mode, utilizes two spherical rotary valves, which also serve as a synchronizing mechanism. Importantly, the reciprotating combustion engine produces no continuously created shaft work output, but instead produces hydraulic engine pressure. In general, the reciprotating combustion engine is designed to replace existing engines in many applications, including, but not limited to automobiles, a host of trucks and commercial vehicles, agricultural equipment, ships trains, and aircraft.

Perhaps the greatest advantage of the reciprotuing combustion engine is its fuel efficiency. Because of the far more complete combustion cycle occurring, resulting in a substantially complete burn of injected fuel, the reciprotating combustion engine can be expected to perform at a significantly higher overall fuel efficiency, and perhaps multi-fold increase, as compared to traditional internal combustion engines, or Otto Cycle engines. The increase in efficiency noted above is primarily attributed to the simplicity of the combustion cycle. Once again, the cycle utilizes components that convert pressure of the expanding gasses directly into hydraulic pressure.

Another feature of the present invention is that existing fuels or alternative fuels may be utilized by the engine. Due to the manner in which fuel is ignited, any fuel that will compression ignite may be used. This offers a variety of benefits to users of the reciprotating combustion engine, who will have the latitude to choose certain fuels over others based upon their price, relative effectiveness, and fuel efficiency.

Yet another feature uniquely offered by the present invention is the ability to configure components of the reciprotating combustion engine in a variety of locations. The hydraulic components accompanying the reciprotating combustion engine are largely modular in nature, and the inherently simple design of the engine allows the manufacturer to re-shape the system for easy adaptation to a variety of vehicles' and machines' engine compartments. In addition, the hydraulic circuit can be expected to provide superior drive torque delivery as compared to that occurring in traditional drive shaft systems.

Moreover, usage of the present invention can be expected to produce improved traction control, through the usage of hydraulic logic devices, and can also produce significant enhancements in four wheel drive stability. Because a more complete burn of fuel is produced by the reciprotating combustion engine, the present invention allows for a dramatic reduction in exhaust pollutants. Thus, significant environmental benefits will be realized through usage of the reciprotating combustion engine, greatly enhancing its overall utility and value. Still another advantage of the present invention is that the reciprotating combustion engine runs very quietly, as compared to traditional internal combustion engines. Optimal power output cycles per minute rate can be expected to fall within a range small enough to create effective noise abatement, again increasing the value of the reciprotating combustion engine. The novel features which are considered characteristic for the invention are set forth in the appended claims. The invention itself, however, both as to its construction and its method of operation, together with additional objects and advantages thereof, will be best understood from the following description of the embodiments when read and understood in connection with accompanying drawings.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENT

FIGURE 1 is an exploded view of the stationary housing of the reciprotating combustion engine, providing a general perspective of the apparatus within which the principal components function.

FIGURE 2 is an exploded view of the air and fuel induction system and valves functioning as a synchronizing mechanism for the reciprotating combustion engine cycle.

FIGURE 2A is a side three-quarter perspective view of the valve assembly and synchronization means of the preferred mode.

FIGURE 3 is an exploded view of the hydraulic pumping system and apparatus utilizing rotor vanes.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The following is a detailed description of the preferred embodiment and the components thereof, which function within the embodiment illustrated in FIGURE 1, as such function chronologically in the operation of the reciprotating combustion engine (10).

Generally, with regards to all FIGURES herein, a free piston compression ignition cycle in a reciprotating-rotating motion uses only two major parts, referred to as reciprotors, numbered herein as (14) and (15), each comprised of compression rotors (44) and pumping chamber components, the lower component of which is numbered as (42), the upper component number (52), such reciprotors initially nested together. In the preferred mode, one reciprotor (14) will rotate approximately seventy degrees clockwise and the other (15) will move a similar seventy degrees counterclockwise, about a common axis concentric with the cylindricity of the housing (24), until the reciprotors are nested together on the opposite side from their original position. They can then travel to the opposite extreme location from original position. The reciprocal, rotating movement of the reciprotors initiates compression of a air and fuel injected in a chamber within the reciprotors' swath of rotation, thus creating combustion of the fuel utilized. When the first movement of the reciprotors compresses the air and fuel and causes combustion, the combustion itself sends the reciprotors in the opposite direction, or each in a counter-rotation from its first respective path of movement. When the fuel compression ignites, the reciprotors reversal of direction duplicate the two-stroke cycle. Thus, the motion of each reciprotor may be described as pendulum-like, as each reciprotor will rotate to approximately seventy degrees of movement, or an alternate predetermined degree if desired, and subsequently swing back to original position. When a reciprotor (14) swings to its left position an explosion occurs, and when a reciprotor (15) swings to the right position an explosion occurs, such explosions intended to be simultaneous in nature. Therefore, the reciprotating combustion engine (10) creates a relatively long power cycle, causing an optimal degree of combustion. Hence, the reciprotating combustion engine (10), unlike the embodiments of the prior art. creates rotatable piston-like members, the reciprotors, that create combustion through compression. The reciprotors are caused to move in a reciprocal path by such combustion, enabling the process to repeat itself effectively and efficiently, with a very minimal level of friction occurring. This encourages ease of movement, simplicity of design, and reduction of heat, relieving the engine's cooling system of significant pressure.

Furthennore, with regards to synchronization of the entire system, as further illustrated in FIGURES 2 and 2A, in the preferred mode, the principal components may be linked together by at least one shaft emanating upwardly through the lower sump-type housing (22) to connect to belts or cables. In such an instance, the reciprocal, rotating movement of the reciprotors causes the rotation of a main central vertical member (28), or shaft, that extends along the concentric cylindrical axis from the combustion chamber (26) and reciprotors themselves. In addition, other belts, cables, pulleys, gears, or other positively locating linkages may be utilized to engage the shafts of the reciprotors (20) and (28), which would synchronize the reciprotors' positions and intake valve means.

As particularly shown in FIGURE 2A, the spinning, be it clockwise or counter-clockwise, of this central vertical member (28), engages at least one belt member or cable (32) removably attached to spherical rotary valves (30), which are located adjacent one another, each on one side of the central vertical member (28). Thus, the cables (32) extend horizontally and outwardly from the central vertical member (28) to tightly wrap around additional components. In the preferred mode, the air and fuel induction system utilizes two spherical rotary valves (30) as such components, which can also serve as a unique synchronizing mechanism for the cycle of the reciprotating combustion engine through usage of such cables (32). which function to drive the spherical rotary valves (30) through their rotations. The spherical rotary valves (30), each of a substantially dumbbell-shaped configuration, spin upon a horizontal axis to assist in the unique intake and exhaust system of the reciprotating combustion engine (10). The spherical rotary valves (30) allow for fuel to be fed into the combustion chamber (26) during rotation of the valves (30). Each intake valve will rotate about its barbell axis to a position approximately seventy degrees of rotation from original position, much as in the case of the rotation of the reciprotors themselves. The allows air and fuel to come into contact with the reciprotors of the chamber, functioning to create continuous combustion of the compression combustible fuel utilized.

Specifically, each spherical rotary valve (30) is designed to include apertures

(30A) at each distal end thereof. The apertures (30A) allow the combustion chamber (26) to constantly intermittently open and close, as the spherical rotary valves (30) rotate upon the horizontal axis. With each opening of the combustion chamber (26) a new supply of air and fuel enters the combustion chamber (26). Accordingly, with each closing of the combustion chamber (26), exhaust of pollutants is accomplished in a passive manner.

The process described above, along with additional elements of a traditional nature that need not be outlined herein, results in a substantially completed engine cycle, as the embodiment above outlined creates a starting means, intake of a combustible fuel, compression of the fuel, combustion of the fuel, and exhaust.

Time after time, each cycle provides four power strokes and momentum to complete the subsequent compression ignition.

Next, regarding output of such a completed cycle, and referring generally to the components illustrated in the exploded view in FIGURE 3, located in a chamber central to the above-described reciprotors is an inner compartment, which contains hydraulic pumping chambers (52A) as well as a corresponding, similar component within the lower pumping chamber (42). The reciprotors further function to drive this hydraulic pumping means, as each reciprotor is designed to include a solid, pumping vane extending towards the center of the inner hydraulic pumping chamber. Pumping vane (52B) penetrates pumping chamber (42A); similarly, pumping vane (52A) penetrates pumping chamber (42B).

This enables the reciprotating combustion engine (10) to create a source of direct hydraulic pressure in stationary and mobile systems. The primary functioning of the reciprotating engine is that this direct hydraulic pressure can be stored and utilized at a later point in the operation.

The constant reciprocal movement of the reciprotors with pumping vanes, in a substantially scissor-like fashion, causes vertical rotation of at least one hydraulic pump, which in turn pumps pressurized fluid downwardly into the engine reservoir tank, or hydraulic accumulator, or alternate means of storing pressurized fluid. Hence, power is created in the pressurized flow of hydraulic oil or fluid out of the pumping chambers in the inner compartment and into such an accumulator. The engine reservoir tank or accumulator, once containing pressurized hydraulic fluid, can expel such fluid for the purpose of engaging a traditional drive shaft for eventual propulsion of the vehicle.

Turning to the particular functioning of the reciprotor components and the cycle as a whole, to illustrate the workings of such components, FIGURE 1 is a exploded view of the stationary housing. A housing (24) contains the combustion chambers (26) and the inner annulus contains the pumping chambers. Open areas in the outer housing (24) are the passive exhaust ports (38). Porting of the exhaust is completely passive in nature, as no exhaust valve mechanism is required for effective operation. A total of four equidistant apertures are the positions of the air and fuel inlet ports (36) in the preferred mode of manufacture.

All stationary features shown are evenly spaced at ninety degree intervals, consistent with the symmetry and balance characterized by the overall system of the present invention. Two outer features operate as rotor vanes (44), which may be rigidly attached to the inner pumping chamber. Each individual rotor spans the entire height of the combustion chamber, from the floor thereof (26A) to its ceiling (26B), and additionally from the outer surface of the pump housing to the inner surface of the stationary pump housing.

The pump chamber spans one half of the height of the stationary housing, from the floor to mid-plane of the housing. The pump chamber is, in essence, one half of the contained pump chamber. It provides a floor of its own above the floor (26A) of the combustion chamber (26). As noted, two pie- wedge-like members operate as pump vanes (42B) and (52Bj. The pie-wedge-like members may be identical to one another and may be equally spaced at 180 degrees of separation. The pump vanes (42B) and (52B) span from the floor of the pump chamber to the ceiling thereof. The ceiling of the pump chamber is provided by the floor of the upper reciprotor (15), completing the pump chamber assembly.

A one-way check valve (54) is positioned on the floor of the pump chamber (52) and may be centered within the pump vane width. This functions to direct hydraulic oil or fluid from either side of the pump vane, through the floor of the housing, to a location outside of the pump chamber floor that is still within the pump chamber projected annulus. These will function as pump outlet valves. In the preferred mode, a bearing (18) constrains the leciprotor (14) to rotation about the cylindrical axis of the housing, preventing undesired extraneous movement thereof. In the preferred mode, fluid would flow from pumping chamber (52) through pumping chamber (42) to be expelled by the power unit.

The second reciprotor unit, dimensionally identical to the first reciprotor unit, positioned above the first along a vertical axis, i inverted, and subsequently rotated about the cylindrical axis of the housing sufficiently so that the rotor vanes (44) and the pump vanes will clear each other's path of movement when the units are nested to one another. The second reciprotor, when nested with the first, creates a substantially completed pumping chamber, as the upper reciprotor (15) has one-way check valves (54) positioned identically to the lower reciprotor (14) and its one-way valve (56), with the exception that the direction of flow is now from above the housing, through pump chamber (42).

The cycle in progress exhibits equal, symmetrical, and opposing motion of the reciprotors, in the orientation best illustrated in FIGURE 1. This illustrates that there are four active combustion chambers (26), opposing synchronized chambers are paired as 12 o'clock and 6 o'clock positions, and also paired at 3 o'clock and 9 o'clock positions. The upper reciprotor (15) which is oriented along a ^*k2 o'clock" to "8 o'clock" position, is moving in a clockwise rotation during the cycle. As outlined above, housing (24) is stationary in nature. The lower reciprotor (14) is similarly oriented along a 4 o'clock to 10 o'clock position, but is moving in a counter-clockwise rotation. Captured air and fuel mixture in chambers in the 3 o'clock and 9 o'clock position, wherein intake valves are closed, is being compressed to an effective point for compression ignition. Intake of fresh air and fuel mixture is commencing in chambers located in the 6 o'clock and 12 o'clock positions.

Subsequently, the slowing motion of the adjacent rotors toward each other continues increasing pressure within the chamber, as well as temperature therein, until the air and fuel mixture compression ignites as anticipated. Combustion increases the rate at which the pressure rises, which functions to slow the motion of the adjacent reciprotors towards one another. Two pump chambers will subsequently decrease in volume and push hydraulic oil or fluid out of the chamber by way of the outlet check valves (56). Two additional pump chambers will subsequently expand in volume and draw hydraulic oil and fluid in to the chamber by way of the inlet check valves (54) from a sump reservoir.

Combustion continues as the reciprotors reach their maximum displacement and then change direction of rotation. This can be expected to create a differing minimum separation angle for different fuels and mixture ratios, but will not substantially alter the effectiveness of the cycle. The pump chambers will then equalize their pressure. The inlet check valves (54) and outlet check valves (56) will each close, beginning their respective opening on the other side of each pump vane. This is a direct consequence of the significant change of pressure taking place within the pump chambers. Importantly, the combustion chambers (26) will neither close nor rotors (44) crash, due to the inability of gas volume to be compressed to zero total volume, even if the fuel is not currently present within the chamber, or if the fuel fails to effectively bum.

Thereafter, expanding gasses in the first two combustion chambers described will reverse the prior motions of the principal components. The inlet check valves (54) will subsequently allow hydraulic oil or fluid to enter those now expanding pump chambers. The outlet check valves (56) will then allow hydraulic oil or fluid to flow in a direction out of the now collapsing pump chambers, those described secondly above. The air and fuel intake valves (30), located substantially at 6 and 12 positions, will then begin to close, functioning to contain or trap the freshly injected air and fuel mixture therein. Thus, the final exhaust gasses will pass through the four exhaust ports (38) from the respective chambers.

As outlined above, the combustion process accelerates the reciprotors in opposite directions. The intake valves (30) at 6 and 12 are now nearly closed due to the stage of the combustion process reached. The exhaust ports (38), also mentioned above, are thus partially covered by the rotor vanes (44). The inlet check valves (54) will continue to allow for the filling of the second set of pump chambers, at 3 and 9. The outlet check valves (56) will similarly continue to allow pressurized hydraulic oil or fluid to flow in a direction out of the respective pump chambers. 6 and 12.

During maximum angular velocity, the intake valves (30) are completely- closed at this point in the combustion process. The exhaust ports (38) are now completely covered by the rotor vanes (44). The previously trapped, freshly injected air and fuel mixture will now compress in combustion chambers 6 and 12. The inlet check valves (54) will continue to allow for the filling of pump chambers 3 and 9 with an additional air and fuel mixture. The outlet check valves (56) will continue to allow pressurized hydraulic oil to flow out of the pump chambers 6 and 12, much in the manner outlined above.

Regarding the motion now carried by angular momentum, the intake valves

(30) located in the 3 o'clock and 9 o'clock positions begin to open at this point in the combustion process. The freshly injected air and fuel mixture will begin to enter combustion chambers 3 and 9. due to the expanding volume thereof. The expanded exhaust gasses from combustion chambers 3 and 9 will subsequently escape through all four exhaust ports (38). The air and fuel mixture will then further compress in combustion chambers 6 and 12. This action will inherently function to slow the motion of the reciprotors. The inlet check valves (54) will continue to allow for the filling of pump chambers 3 and 9 with the air and fuel mixture. The outlet check valves (56) will also continue to allow for pressurized hydraulic oil or fluid to emanate from the pump chambers 6 and 12.

Further, in relation to the motion now carried by angular momentum, the intake valves (30) at 3 and 9 are once again fully open. The exhaust gasses from combustion chambers 3 and 9 again continue to escape from the chambers by way of all four exhaust ports (38) located thereon. The air and fuel mixture continues to compress further in the combustion chambers 6 and 12. This, in the reciprocal motion of the movement outlined above, functions to increasingly slow the now opposing motion of the reciprotors in their return rotation. The inlet check valves (54) will continue to allow for the filling of pump chambers 3 and 9. The outlet check valves (56) will similarly continue to allow for the pressurized hydraulic oil or fluid to be forced out of the pump chambers ϋ and 12. This process, similar to that depicted in above, functions to effectively complete half of the main cycle.

When the cycle is one-half completed, the position of the principal components is similar to that described above, and the alternate chambers are now utilized. The intake valves (30) at 3 and 9 are now in the fully open position. The exhaust gasses from combustion chambers 3 and 9 are conveniently allowed to continue to escape via all four exhaust ports (38). The air and fuel mixture is once again compression ignited in combustion chambers 6 and 12. The inlet check valves (54) will then begin their respective reversion to the adjacent pump chambers. The outlet check valves (56) will begin their respective reversion to the adjacent pump chambers as well. Hence, the cycle can be expected to continue to reciprocate in this rotationall} constrained design, constantly operating in an effective, efficient, and consistent manner.

It should be noted that work performed by the reciprotating combustion engine (10) is not constricted to controlled output such as might be realized with the geometry of a traditional crank shaft and drive shaft mechanism. Once again, all components move in a mechanically constrained and synchronized manner. The principal effectiveness of the reciprotating combustion engine (10) lies in the fact that all motions and reaction forces are internally and externally balanced in all phases of the reciprotating combustion engine's operation.

When the starter is engaged, such pressure is used to power the reciprotors. Unlike in a traditional system, where electrical-type energy is recharged, such as a battery being recharged while the engine is running, in the present invention hydraulic power is recharged. Of paramount importance to the unique functioning of the reciprotating combustion engine (10) is that the more the hydraulic accumulator is recharged, the less engine power is needed. This enables even greater efficiency of the system, as in addition to providing a very complete burn of fuel, the engine of the present invention requires less fuel than traditional internal combustion engines.

Another unique feature of the reciprotating combustion engine (10) lies in the fact that a regenerative braking means may be utilized, wherein the inertia of the vehicle may be used to return braking energy back to the engine's reservoir tank or hydraulic accumulator. For instance, contained within the engine reservoir tank or hydraulic accumulator is a vessel of pressurized fluid and a bladder of compressed air. Unlike in traditional systems wherein braking energy is converted to heat, in the present invention braking energy is thus converted back to hydraulic in the hydraulic system in the accumulator against the air of the accumulator during braking and stoppage of the vehicle. Thus, once again the working forces of the reciprotating combustion engine (10) are symmetrical in nature, or counter-balanced, adding to the consistency and effectiveness of its performance.

It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of constructions differing from the type described above.

While the invention has been illustrated and described as embodied, it is not intended to be limited to the details shown, since it will be understood that various omissions, modifications, and substitutions in the details of the device can be made by those skilled in the art without departing in any way from the spirit of the invention.

Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can. by applying current knowledge, readily adapt it for various applications without omitting features that, from the standpoint of prior art, constitute essential characteristics of the generic or specific aspects of this invention. What is claimed as new and desired to be protected by Letters

Patent is set forth in the appended claims.

Claims

WHAT IS CLAIMED IS:

1. A reciprotating combustion engine functioning to store and utilize direct hydraulic pressure comprising:

A) A stationary housing comprising a floor, a mid-plane portion, a ceiling, an outer surface, and an irmer surface, an outer annulus formed therein contains a plurality of combustion chambers, each combustion chamber further comprising a floor and a ceiling, the outer annulus further comprising open areas which function as passive exhaust ports, and open areas which function as air and fuel inlet ports;

B) a free piston compression ignition cycle in a reciprotating-rotating motion utilizing a plurality of reciprotors, initially nested together within the combustion chamber, wherein one reciprotor rotates to a predetermined degree clockwise and a second reciprotor rotates to a similar predetermined degree counterclockwise about a common axis concentric with cylindricity of the housing, until said reciprotors are nested together on an opposite side from said reciprotors' original positions, the reciprocal, rotating movement of the reciprotors initiating compression of air and fuel injected into a chamber, the first movement of the reciprotors compressing the air and fuel and causing combustion, such combustion sending the reciprotors in their opposite directions, each reciprotor in a counter-rotation from its first respective path of movement, ignition of fuel compression causing reversal of direction of the reciprotors to duplicate a two- stroke cycle; C) components linked together by at least one central vertical member that extends along a substantially vertical plane outwardly through a lower sump-type housing, the reciprocal, rotating movement of the reciprotors further causing rotation of the central vertical member functioning to synchronize the system of the reciprotating combustion engine through engjgement with an attachment means, the attachment means removably attached to valve members located adjacent one another, each valve member located on opposing sides of the central vertical member, the attachment means extending generally horizontally and outwardly from the central vertical member so as to tightly wrap around said valve members, each valve member comprising apertures thereon, the apertures allowing the combustion chambers to constantly intermittently open and close as the valve members rotate, with each opening of a combustion chamber a new supply of air and fuel enters the combustion chamber, thus allowing air and fuel to come into contact with the reciprotors. functioning to create continuous compression of combustible fuel, with each closing of a combustion chamber, exhaust of pollutants is accomplished in a passive manner;

D) an inner compartment located in a chamber central to the reciprotors comprising a plurality of hydraulic pump chambers, each pump chamber further comprising a floor and a ceiling, each pump chamber expanding in volume to draw hydraulic fluid through inlet check valves, each reciprotor comprising at least one one-way check valve, the direction of flow from above the housing through the ceiling of the pump chamber into each chamber creating pump inlet valves, each reciprotor comprising a solid, horizontal rotor vane member extending generally inwardly towards the center of the inner hydraulic pumping chamber allowing the reciprotors to drive the hydraulic pumping means, at least one one-way check valve positioned on the floor of the pump chamber and generally centered within each vane width, the one-way check valve functioning to direct hydraulic fluid from either side of the vane through the floor of the housing to a location outside of the pump chamber floor within a pump chamber projected annulus. creating pump outlet valves, movement of the reciprotors with vane members causing vertical rotation of at least one hydraulic pump functioning to pump pressurized fluid downwardly out of each pump chamber into an accumulator, allowing the accumulator to expel said fluid for a predetermined purpose.

2. The reciprotating combustion engine as described in claim 1. wherein movement of each reciprotor is to a position of approximately seventy degrees of rotation from the initial position thereof.

3. The reciprotating combustion engine as described in claim 1. wherein each intake valve rotates to a position approximately seventy degrees of rotation from original position.

4. The reciprotating combustion engine as described in claim 1, wherein a plurality of air and fuel inlet ports are evenly spaced at approximately ninety degree intervals.

5. The reciprotating combustion engine as described in claim 1, wherein the valve members utilized are a plurality of spherical rotary valves that spin upon a horizontal axis, each spherical rotary valve comprising at least one aperture to assist in the intake and exhaust system of the reciprotating combustion engine, the spherical rotary valves allowing for fuel to be fed into the combustion chamber during rotation thereof.

6. The reciprotating combustion engine as described in claim 5, wherein the spherical rotary valves functioning to synchronize the cycle through usage of cables which function to drive valves through their rotations.

7. The reciprotating combustion engine as described in claim 5, wherein the spherical rotary valves are each of a substantially dumbbell-shaped configuration

8. The reciprotating combustion engine as described in claim 5, wherein each spherical rotary valve rotates about a horizontal axis to a position approximately seventy degrees of rotation from original position.

9. The reciprotating combustion engine as described in claim 1, wherein the attachment means is selected from a group consisting of cables, belts, pulleys, gears, and positively locating linkages, the attachment means functioning to engage the shafts of the reciprotors. and synchronize the positions of the reciprotors and intake valve means.

10. The reciprotating combustion engine as described in claim 1, wherein each pump vane generally spans from the floor of each pump chamber to the ceiling thereof.

11. The reciprotating combustion engine as described in claim 1 , wherein each reciprotor generally spans the height of the combustion chamber, from the floor thereof to the ceiling thereof, and generally from the outer surface of the pump housing to the inner surface of the pump housing.

12. The reciprotating combustion engine as described in claim 1, wherein the pump chamber generally spans one half of the height of the stationary housing, from the floor thereof to mid-plane thereof.

13. The reciprotating combustion engine as described in claim 1, wherein a bearing constrains the reciprotor to rotation about the cylindrical axis of the housing, preventing undesired extraneous movement thereof.

14. The reciprotating combustion engine as described in claim 1, wherein the intake valve areas are opened by an additional predetermined mechanism located substantially above the ceiling of the housing.

15. The reciprotating combustion engine as described in claim 1 , wherein an upper reciprotor is constricted by a bearing of predetermined size and location in such a way as to rotate within the cylindrical axis of the stationary housing.

16. The reciprotating combustion engine as described in claim 1 , wherein the modular components of the engine are configured in one of a variety of locations, functioning to allow for convenient adaptation to engine compartments of varying embodiments.

17. The reciprotating combustion engine as described in claim 1, utilizing a regenerative braking means, wherein inertia of the vehicle is used to return braking energy back to an accumulator, the accumulator comprising a vessel of pressurized fluid and a bladder of compressed air, allowing braking energy to be converted to hydraulic pressure through momentum of the vehicle pushing pressurized fluid in the accumulator against air of the accumulator during braking and stoppage of the vehicle.

18. The reciprotating combustion engine as described in claim 1 , wherein the engine creates a source of direct hydraulic pressure in stationary systems and mobile systems.

19. The reciprotating combustion engine as described in claim 1 , wherein the engine utilizes fuel selected from the group consisting of existing fuels and alternative fuels.

20. The reciprotating combustion engine as described in claim 1 , wherein the engine is utilized in an embodiment selected from the group consisting of automobiles, trucks, commercial vehicles, aircraft, ships, trains, and agricultural equipment.