WO2023215126A1

WO2023215126A1 - Separate compressor arrangements for engines

Info

Publication number: WO2023215126A1
Application number: PCT/US2023/019610
Authority: WO
Inventors: Michael Kipnis
Original assignee: Cyclazoom, LLC
Priority date: 2022-05-05
Filing date: 2023-04-24
Publication date: 2023-11-09

Abstract

Apparatus for providing a source of compressed air for an engine (1) having an engine cylinder (3) and an engine crank shaft (5), includes a rotatable compressor crank shaft (6), a compressor cylinder (2) defining an interior space and a surface thereof with first and second apertures, a valve (13, 14) in each aperture, a piston compressor (4) moved upon rotation of the compressor crank shaft (6) in the interior space of the compressor cylinder (2), a compressor intake conduit (16) leading from ambient environment to one aperture, and an air tank (18). A compressor outlet conduit (17) leads from the other aperture to the air tank (18), an engine intake conduit (16) leads from the air tank (18) to an interior space of the engine cylinder (3), and interconnection structure (7,8) interconnects the compressor crank shaft (6) to the engine crank shaft (5) such that rotation of the engine crank shaft (5) causes rotation of the compressor crank shaft (6).

Description

SEPARATE COMPRESSOR ARRANGEMENTS FOR ENGINES

FIELD OF THE INVENTION

The present invention relates to compressor arrangements for internal combustion engines, and apparatus for providing a source of compressed air for such engines. The present invention also relates to engines that include such compressor arrangements and methods for providing compressed air to engines and methods for improving engine performance. The present invention also relates to methods for configuring an engine, e.g., a two-stroke engine, to have multiple sources of compressed air, which are active based on operating conditions of the engine or a reservoir of compressed air. The present invention also relates to two- stroke engines that include such compressor arrangements and methods for providing compressed air to such engines and methods for improving engine performance.

The present invention relates to a two-stroke engine with a modified cycle. The present invention also relates to a method for modifying a two-stroke engine to include an improved cycle. The present invention also relates to a cylinder for a two- stroke engine that enables an improved cycle.

BACKGROUND OF THE INVENTION

In two-stroke engines, the reciprocal movement of a piston inside a cylinder opens and closes an exhaust conduit through which exhaust gases are expelled from the cylinder. However, when fuel is introduced into the cylinder's combustion chamber, the piston often does not fully cover the exhaust conduit such that a portion of the fuel could flow out of the cylinder through the exhaust conduit, resulting in a significant loss of fuel and, moreover, in harmful emissions.

To address this problem, a tuned exhaust pipe is typically connected to the exhaust conduit in order to generate back pressure which prevents non-combusted fuel from being expelled through the exhaust conduit. However, such tuned exhaust pipes are functional at a particular load range of the engine (i.e., a speed range of the engine) and non-combusted fuel may still be lost when the engine operates outside of that load range.

OBJECTS AND SUMMARY OF THE INVENTION

An object of at least one embodiment of the present invention is to provide new and improved compressor arrangements for engines that generate compressed air for subsequent direction to the engine to be mixed with fuel and then ignited to created motive power, engines that include compressor arrangements that generate compressed air for subsequent direction to the engine to be mixed with fuel and then ignited to created motive power, methods for providing compressed air to engines and methods for improving engine performance, or methods for configuring an engine to have multiple sources of compressed air, which are active based on operating conditions of the engine or a reservoir of compressed air.

Another object of at least one embodiment of the present invention is to provide new and improved two-stroke engines, an improved exhaust flow for a two-stroke engine that is more efficient than prior art exhaust flows for two-stroke engines, an improved intake cycle for a two-stroke engine, which is more efficient than prior art intake cycles for two-stroke engines, or a method for retrofitting or modifying an existing two- stroke engine to have an improved exhaust flow and intake stroke.

In order to achieve one or more of these objects and possibly one or more other objects, an apparatus for providing a source of compressed air for an engine having an engine cylinder and an engine crank shaft, includes a rotatable compressor crank shaft, a compressor cylinder defining an interior space and including a surface defining the interior space having a first aperture and a second aperture, a first valve in the first aperture, a second valve in the second aperture, a piston compressor moved upon rotation of the compressor crank shaft in the interior space of the compressor cylinder, a compressor intake conduit leading from ambient environment to the first aperture, and an air tank. The apparatus also includes a compressor outlet conduit leading from the second aperture to the air tank, an engine intake conduit leading from the air tank to an interior space of the engine cylinder of the engine, and interconnection structure that interconnects the compressor crank shaft to the engine crank shaft such that rotation of the engine crank shaft causes rotation of the compressor crank shaft.

In use, rotation of the compressor crank shaft causes movement of piston compressor in the interior space of the compressor cylinder and compression of air inlet into the interior space through the compressor intake conduit and the first valve and outflow of compressed air through the compressor outlet conduit and the second valve to the air tank.

The interconnection structure may include an automatic clutch connected to the engine crank shaft and a gear connected to the automatic clutch and the compressor crank shaft. The piston compressor may include a rod connected eccentrically to the compressor crank shaft. The piston compressor may further include a piston connected to the rod and movable in the interior space while surrounded by the compressor cylinder.

An engine in accordance with the invention includes an engine cylinder defining an interior space and including a surface defining the interior space having a first aperture and a second aperture, the interior space being supplied with ignitable fuel, an engine crank shaft. An engine piston moves upon rotation of the engine crank shaft in the interior space of the engine cylinder. There is a first valve in the first aperture, a second valve in the second aperture, an air tank, an engine intake conduit leading from the air tank to the first aperture, an igniter for igniting a mixture of fuel and air in the interior space, and an engine outlet conduit leading from the second aperture. The engine also includes an apparatus for providing a source of compressed air for the interior space such as described above.

The engine may include a turbocharger connected to the engine outlet conduit, a turbocharger compressor connected to the turbocharger, a turbocharger compressor inlet conduit leading from the ambient environment, and a compressor conduit leading from the turbocharger compressor to the air tank. With this structure, exhaust gas flowing through the engine outlet conduit interacts with the turbocharger to power the compressor to draw and compress air from ambient environment and provide compressed air to the air tank.

In a similar manner, an engine may be provided with the turbocharger/compressor combination and without the piston compressor.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention, together with further objects and advantages thereof, may best be understood by reference to the following description taken in conjunction with the accompanying drawings, wherein like reference numerals identify like elements, and wherein: FIG. 1 is a schematic of a compressor (combination of compressors) in accordance with the invention shown applied to an internal combustion engine.

FIG. 2 is a schematic of a vehicle including a turbocharger or other power source (mechanical or electrical, for example) in accordance with the invention, excluding a piston compressor arrangement.

FIG. 3 is a schematic of the compression stroke of a two-stroke engine in accordance with the invention for which the compressor of FIG. 1 may be used;

FIG. 4 is a schematic of the power stroke of the engine of FIG. 3;

FIG. 5 is a schematic of the exhaust-intake stroke of the engine of FIG. 3;

FIG. 6 is a schematic of a compressor (combination of compressors) in accordance with the invention shown applied to an internal combustion two-stroke engine including cylinders as shown in FIGS. 3-5; and

FIG. 7 is a schematic of an engine including a turbocharger or other power source for compressed air (mechanical or electrical, for example) in accordance with the invention, applied to an internal combustion two-stroke engine including cylinders as shown in FIGS. 3-5 and excluding a piston compressor arrangement. DETAILED DESCRIPTION OF THE INVENTION

Referring to the accompanying drawings wherein the same reference numbers refer to the same or similar components, FIG. 1 is a schematic of relevant parts of an engine 1 needed to provide an explanation of the invention. Engine 1 has a form and includes components to enable it to function in the traditional manner of an engine. Some of the components are shown and identified while others may be present but do not interact with the novel parts of the engine in accordance with the invention.

The invention may be considered a separate compressor arrangement for an engine which is a structure or assembly that increases the pressure or density of air supplied to an internal combustion engine. This gives each intake cycle of the engine more oxygen, letting it burn more fuel and do more work, thus increasing the power output of the engine. At the same time, the efficiency of the engine is increased. This leads to a correspondingly cleaner engine emissions and lower pollution.

Engine 1 includes a compressor or compressor cylinder 2 including a piston compressor 4 having a rod connected to a compressor crank shaft 6, e.g., in a manner known to those skilled in the engine field such as eccentrically. A head portion of the piston in the piston compressor 4 is movable in a cylindrical compartment of a housing of the compressor 2 to compress gas between the exposed surface of the head portion of the piston and the inner surface of the housing of the compressor 2 (the compressor housing) defining the compartment, i.e., in this case, the upper surface of the head portion of the piston and the lower surface of the compressor housing. The lower surface of the compressor housing has two apertures separated from one another and which each lead into a respective conduit. An interior space is defined by the housing of the compressor 2 and is open to the bottom so that the piston rod can extend into the interior space.

One conduit 16 is a compressor air intake conduit through which air flows to be inlet into the compressor through an intake port, which is one of the apertures in the lower surface of the compressor housing. The other conduit 17 is a compressor outlet or outtake conduit through which air flows when outlet from the compressor through an outlet port, which is the other one of the apertures in the lower surface of the compressor housing. Conduit 17 leads to a high pressure air tank 18. Preferably, valves 13, 14 are situated in each of the intake and outlet ports to regulate the flow of air from the ambient atmosphere or environment into the compressor and the flow out of the compressor to the air tank 18. These valves 13, 14 can have any known structure for a valve used with a piston cylinder to regulate air or gas inflow or outflow. The manner in which these valves 13, 14 are controlled to be cycledependent to enable air to be inlet for subsequent compression when in the interior space and the compressed air to be outlet is known to those skilled in the art to which this invention pertains. Generally, valve 13 would be open during the inlet of air into the interior space and valve 14 would be closed at this time, and valve 13 would be closed and valve 14 would be open when the compressed air is being outlet to the air tank 18.

Engine 1 also includes a plurality of engine pistons 3, three of which are shown, but which number does not limit the invention in any manner whatsoever and more or less than three engine pistons 3 may be provided in an engine in accordance with the invention. Also, although the engine pistons 3 are shown in a row, other configurations and relative arrangements of multiple engine pistons and the cylinders in which they move are also possible and considered to be within the scope of the invention.

Each piston 3 includes a rod 9 connected to a common engine crank shaft 5, and a head portion of the piston movable in a cylindrical compartment of a housing of the engine 1 to compress gas between the exposed surface of the head portion of the piston and the inner surface of the housing of the engine 1 defining the compartment, i.e., in this case, the upper surface of the head portion of the piston and the lower surface of the housing of the engine 1. The lower surface of the housing of the engine 1 has two apertures separated from one another and which each lead into a respective conduit. A spark plug 10 is provided for each engine cylinder above a respective piston 3, and represents any mechanism to generate a spark to cause ignition of gas in the compartment.

An automatic clutch 7 is connected to one end of the engine crank shaft 5. A gear 8 is alongside the clutch 7 and connected via cooperating teeth to the compressor crank shaft 6. An opposite end of the engine crank shaft 5 is connected to an engine flywheel 15. The connections of the engine structure to other parts of an engine and a vehicle as known to those skilled in the art to which this invention pertains may be used in the invention.

Gear 8 has a conventional structure with teeth, the size, shape, number and arrangement of which can vary to optimize the invention, which optimization would be readily ascertainable to those skilled in the art to which this invention pertains. Gear 8 is arranged to provide the necessary capacity of the compressor 2. Gear 8 is provided to enable powering of the piston compressor 4 to feed the air tank 18 with compressed air, in combination with the compressor 22 to thereby enable operation of the engine 1 being provided with compressed air to the piston cylinders thereof. When the pressure in the air tank 18, which may be monitored by a monitoring device associated with or attached to the air tank 18 (not shown), reaches a necessary magnitude, the piston compressor 4 can be disconnected from the engine 1 by the automatic clutch 7 and air supply will be only from the high efficiency compressor 22 (the state shown in FIG. 2). The automatic clutch 7 can be re-connected to the piston compressor 4 whenever necessary or desired.

Automatic clutch 7 is therefore controlled by a control device or mechanism to provide two different operating states, one operating state wherein the rotation of the engine crank shaft 5 is transferred to the compressor crank shaft 6 (so that compressor 2 compresses air and supplies the compressed air to the air tank 18), and another operating state wherein the rotation of the engine crank shaft 5 is not and cannot be transferred to the compressor crank shaft 6 (wherein compressed air is supplied only by compressor 22). One skilled in the art would be able to define the control parameters to regulate the operation of the compressor to toggle or switch between these two operating states.

The surface of the engine housing defining the piston cylinders has two apertures for each compartment separated from one another and which each lead into a respective one of a pair of conduits 19, 20. Conduit 19 is an engine intake conduit through which air flows from the high pressure air tank 18 to be inlet into the piston cylinders of the engine 1 through a respective intake port, which is one of the apertures in the surface of the engine housing defining the piston cylinders. The other conduit 20 is an engine exhaust outlet or outtake conduit through which combustion gas products flow when outlet from the piston cylinders in the engine 1 through outlet ports, which is the other one of the apertures in the surface of the engine housing defining the piston cylinders.

Preferably, valves 11, 12 are situated in each of the intake and outlet ports of each of the piston cylinders of the engine 1 to regulate the flow into the piston cylinders compartments and the flow out of the piston cylinders compartments. These valves 11, 12 can have any known structure for a valve used with a piston cylinder to regulate air or gas inflow or outflow.

Conduit 20 leads to a turbocharger 21 and provides exhaust gas to the turbocharger 21. The turbocharger has a construction known to those skilled in the art and converts energy from the exhaust gas into energy to operate a compressor 22. In one embodiment, the turbocharger 21 and compressor 22 are connected to a common shaft so that this shaft is rotated by the outflow of exhaust gas, i.e., the exhaust gas impacts against part of the turbocharger 21 and causes rotation of the shaft, which shaft rotation is then used to compress air being inlet through the compressor inlet 24. This shaft is not shown in the illustrated embodiments, partly in view of the schematic representation of these elements. Other connections between the turbocharger 21 and the compressor 22 may also be used in the invention.

In some embodiments, power for the air compressor 22 can be provided mechanically by means of a belt, shaft or chain connected to the engine’s crankshaft additionally or alternatively to being provided by a turbocharger driven by exhaust gas, or any combination of any of these means to provide power to the air compressor 22.

Air compressor 22, itself, can be a type of turbocharger, supercharger, electrical or any combination of these, for example, a turbocharger and supercharger which provides a very high efficiency compressed air supply at any RPM.

Air compressed by the compressor 22 is directed through a conduit 25 to the high pressure air tank 18 to be available for use by the engine 1, via conduit 19.

An important aspect of the invention is that the amount of compressed air in the high pressure air tank 18 is increased because it is not only the result of action by the compressor 22 to compress air being inlet through the compressor inlet 24, but also receives air compressed by the action of the piston compressor 4. Accordingly, there are two compressors associated with the engine, namely, compressor 22 operated by the turbocharger 21 and compressor 2 operated by the interconnection with the engine crank shaft 5. Thus, dual compressive action enhances the production of compressed air, greatly increasing its availability and volume, without major modifications to the engine 1.

For the sake of comparison, in a Scuderi-type engine, a compressor is a part of the engine just a separate cycle. By contrast, in FIG. 1, the compressor 2 is not a part of the engine 1 but is separated from the engine 1, yet moved by the engine 1 in view of the interconnection. Although this interconnection is shown by an automatic clutch 7 and a gear 8 (which constitute interconnection structure), and a compressor crank shaft 6, other interconnection structure may be used in the invention. It is important though that the piston compressor 4 is moved within its cylinder to compress air based on already existing motive force. This already existing motive force is the rotational force of the engine crank shaft 5.

Valves 26, shown schematically, are preferably provided in or in association with the conduits 17, 19 and 25 and regulated or configured in a preferred operating state to be open when the engine 1 is operating and to be closed when engine 1 is not operating to maintain the air pressure in the air tank 18, e.g., at or above a desired, possibly predetermined or preconfigured level. A control device or mechanism (not shown) is coupled to the valves 26 to perform oversight and control functionality. Valves 26 may also be integrated into the air tank 18. The manner in which the valves 26 are placed in the conduits 17, 19, 25 and/or integrated into the air tank 18 may be any known technique to flow control. Generally, the valves 26 should be considered to present flow control means or a mechanism to control flow of the compressed air, enabling flow in certain operating conditions and preventing flow in other operating conditions. Other flow control schemes and mechanisms to ensure air pressure in the air tank 18 is maintained during non-operation of the engine 1 may also be used in the invention.

FIG. 2 shows an embodiment similar to the embodiment shown in FIG. 1 except that the piston compressor structure is omitted. This is also a possible construction of the invention, i.c., without the automatic clutch 7 connected to the common crank shaft 5 of the engine 1 , without the gear connected to the automatic clutch 7, and without the compressor 2 and its piston compressor 4, without the compressor crank shaft 6. The valves 13, 14 and conduits 16, 17 are also omitted. Although the advantages of the presence of the compressor 2 are not obtained, this embodiment may still provide benefits relative to prior art engines with turbochargers, superchargers, electrical or any other known compressors.

FIGS. 3-5 depict a cylinder assembly of a two-stroke engine in accordance with the invention. The engine 110 includes components typical of two-stroke engines, most of which are not shown in great detail, such as a crankcase and a cylinder block connected to the crankcase. As shown, the engine 110 includes a crankshaft 112 which is arranged partly in the crankcase, and a cylinder 114 is defined by the crankcase (or multiple cylinders as shown in FIGS. 6 and 7). Engine 110 has a form and includes components to enable it to function in the traditional manner of an engine. Some of the components are shown and identified while others may be present but do not interact with the novel parts of the engine in accordance with the invention.

Engine 110 defines two intake conduits 116 having an opening through which air is input to a combustion chamber 118 defined in the engine 110. Intake conduits 116 may be at least partly formed in the crankcase. The combustion chamber 118 in at least part of the interior space defined by the engine 110. There is an intake valve 120 for each intake conduit 116, typically in the opening of the conduit 116.

The intake valves 120, which are each shown in a closed position in FIG. 5, may be any conventional valves for engines but preferably are of the type disclosed in U.S. Pat. No. 10,787,939. As to the number of intake conduits 116 and intake valves 120 therein, there may be a different number than two such intake conduits 116 and intake valves 120 as shown, e.g., only one, or three, or more.

A piston 122 moves within the interior space of the cylinder 114 of the engine 110, i.e., within a space defined in part by a peripheral wall 124 of the cylinder 114 of the engine 110 and an axial wall, and is operatively connected to the crankshaft 112 by a connection rod 126. The piston 122 is movable along a cylinder axis in a reciprocating motion including an upstroke and a downstroke. Axial movement of the piston 122 changes the size or volume of the combustion chamber 118.

Exhaust assembly 128 includes an exhaust or outlet conduit 130 extending from an opening 132 in the peripheral wall 124 on the side of the cylinder 114 (not shown in FIGS. 6 and 7). This opening 132 is positioned to be above the upper surface of the piston 122 when the piston 122 is in the down position (see FIG. 5). The piston 122 has a solid wall along a portion that passes alongside the opening 132. Exhaust conduit 130 may be formed at least partly in the crankcase.

An exhaust valve or outlet port valve 134, such as a reed valve or other suitable or comparable valve, is generally associated with and specifically positioned in the exhaust conduit 130. A reed valve is a type of check valve which restricts the flow of fluids to a single direction, opening and closing under changing pressure on each face. Modern versions often consist of flexible metal or composite materials (fiberglass or carbon fiber). Thus, the reed valve 134 enables flow from the combustion chamber 118 into the exhaust conduit 130, and prevents flow the exhaust conduit 130 into the combustion chamber 118.

The region 136 between the inlet of the exhaust conduit 130 and the side, interior surface of the peripheral wall 124 of the cylinder 114 is preferably made to be smooth without any sharp edges to thereby reduce turbulence (which concept of constructing or configuring engine parts without sharp edges is disclosed in U.S. Pat. No. 10,787,939).

A spark plug 138 is provided for the cylinder 114, and represents any mechanism to generate a spark to cause ignition of gas in the combustion chamber 118. The spark plug 138 is located on a top wall of the cylinder 114.

FIG. 3 shows the compression stroke of the engine 110 wherein the intake valves 120 are both in a closed position and the piston 122 is moving upward in one direction toward one side of the cylinder 114, the top in the illustrated orientation. Reed valve 134 is in a closed state (a view toward the valve 134 in its closed state is similar to that seen in the middle and right cylinders in FIGS. 6 and 7). In this stroke, as the crankshaft 112 rotates clockwise from the bottom dead center position in the direction of the arrow, gas in the combustion chamber 118 is being compressed in the cylinder 114.

FIG. 4 shows the power stroke as the crankshaft 112 continues its clockwise rotation to the top dead center position. During this stroke, the sparkplug 138 is controlled to ignite the gas in the combustion chamber 118, which contains air and fuel, and the combustion causes the piston 1 2 to be forced away from the top of the cylinder 114 toward the opposite side of the cylinder, i.e., the bottom in the illustrated orientation. The intake valves 120 remain in the closed position. The piston 122 begins its movement in the opposite direction than the direction it was moving in during the compression stroke shown in FIG. 3.

FIG. 5 shows the exhaust and intake stroke, which follows the power stroke and with the piston 122 still moving in the opposite direction than the direction it was moving in during the compression stroke shown in FIG. 3. As shown, the piston 122 has moved downward as a result of the combustion of the gas in the combustion chamber 118. The piston 122, as it moves to the bottom dead center position, passes the opening 132 in the peripheral wall 124 of the cylinder 114. The reed valve 134 opens to allows for flow of the exhaust gas, i.e., the combustion products, out of the combustion chamber 118 to the exhaust conduit 130 (a view toward the valve 134 is similar to that seen in the left cylinder in FIGS. 6 and 7).

At the same time, the intake valves 120 open to allow for inflow of compressed air into the combustion chamber 118 for the next ignition. Thus, there is a flow created in the combustion chamber 118 from the area of the intake valves 120 to the opening 132 in the peripheral wall 124 of the cylinder 114 and through this opening 132 under or around the reed valve 134 into the exhaust conduit 130 (which flow is represented by arrows in FIG. 5). This process may be referred to as intake scavenging.

The parameters of the cylinder 114, the piston 122, the opening 132, and other parts of the engine 110 or the cylinder 114 may be configured to provide for appropriate timing to optimize this flow. It happens that the air flowing into the combustion chamber 118 through and/or around the intake valves 120 pushes the exhaust gas into the exhaust conduit 130. There is a pressure differential on opposite sides of the intake valves 120 so that when the intake valves 120 open, there is a rush of the air into the combustion chamber 118 and this fast flow forces the exhaust gas through the opening 132 in the peripheral wall 124 of the cylinder 114 and into the exhaust conduit 130. Fuel flows into the combustion chamber 118 from a fuel injector (not shown).

When closed, the reed valve 134 does not allow for flow of gas from the exhaust conduit 130 into the combustion chamber 118 or to the area around or below the piston 122.

The timing of the opening and closing of the intake valves 120 may be controlled by a control unit based on the movement of the piston 122 or there may be a structural component or assembly that opens the intake valves based on the movement of the piston 122. Either way, the intake valves 120 open only when inflow of air into the combustion chamber 118 is desired relative to the position of the piston 122 to cause the intake stroke and scavenging and the directional flow of gas from the area of the intake valves 120 to the opening 132 leading to the exhaust conduit 130.

There are advantages of the exhaust assembly 128, which may be adapted to any existing two-stroke engine. For example, for the compression and power strokes depicted in FIGS. 3 and 4, respectively, the combustion speed is relatively high, and the mixture of air and fuel in the combustion chamber 118 for each combustion event is cleaner since the combustion products of the previous combustion have been more completely removed and exhaust, and there is thus an improved combustion with little or no misfires. In this regard, based on the construction of the cylinder 114, since the combustion products from the previous combustion stroke have been removed to a greater extent than in prior art engines, there is the ability to input more air into the cylinder in the intake stroke. The volume of the combustion chamber 118 is finite so by removing more combustion products, there is an attendant ability to fill this volume with more air and fuel for the next combustion, and thereby improve the energy production. It also results in a reduction in the remaining pressure in the combustion chamber thereby reducing back pressure on the piston.

The fuel efficiency increases, more fuel power is obtained for each unit of fuel, there is more power from the displacement volume, all of which provide a faster, more fuller, and high efficiency fuel ignition.

In the exhaust and intake stroke depicted in FIG. 5, there is a faster and more complete removal of the exhaust gas, providing a better removal of the exhaust gas. There is minimal back pressure on the piston 122 on the exhaust stroke resulting in high engine efficiency. There are also lower pumping losses and lower emissions thereby reducing environmental damage and increased power from the displacement volume.

Overall, there is improved fuel economy, high engine efficiency and reduced emission and pollutants. As such, the engine 110 provides extremely beneficial advantages for vehicles.

The teachings of the invention can be applied to retrofit or modify an existing engine. The existing engine would typically include a cylinder having a peripheral wall defining a combustion chamber, a crankshaft, a piston movable in the cylinder toward a first side of the cylinder in an exhaust stroke and toward a second, opposite side of the cylinder in a power stroke in which a mixture of air and fuel in the combustion chamber is ignited and the crankshaft to which the piston is coupled is rotated as a result of combustion of the mixture of air and fuel, an intake valve associated with the cylinder regulating flow of air into the combustion chamber, and an exhaust valve associated with the cylinder regulating flow of products of combustion out of the combustion chamber. The crankshaft may be coupled to the piston via a connection rod as in FIGS. 3-5.

FIG. 6 is a schematic of the two-stroke engine 110 with additional relevant parts needed to provide an explanation of the manner in which a compressor is advantageously coupled to the engine, but which compressor is not necessary in the certain engine work phases (regions).

Engine 110 includes a compressor 40 including a piston compressor 42 having a rod connected to a compressor crankshaft 44, c.g., in a manner known to those skilled in the engine field such as eccentrically. A head portion of the piston of the piston compressor 42 is movable in a cylindrical compartment of a housing of the compressor 40 to compress gas (air) between the exposed surface of the head portion of the piston and the inner surface of the housing of the compressor 40 (the compressor housing) defining the compartment, i.e., in this case, the upper surface of the head portion of the piston and the lower surface of the compressor housing.

The lower surface of the compressor housing above the cylinder has two apertures separated from one another and which each lead into a respective conduit 46, 48. An interior space is defined by the housing of the compressor 40 and is open to the bottom so that the piston rod can extend into the interior space.

One conduit 46 is a compressor air intake conduit through which air flows to be inlet into the compressor 40 through an intake conduit in the direction of the associated arrow, which is one of the apertures in the lower surface of the compressor housing. The other conduit 48 is a compressor outlet or outtake conduit through which air flows when outlet from the compressor through an outlet port, which is the other one of the apertures in the lower surface of the compressor housing. Conduit 48 leads to a high pressure air tank 50.

Preferably, valves 52, 54 are situated in each of the intake and outlet conduits 46, 48 or the apertures thereof to regulate the flow of air from the ambient atmosphere or environment into the compressor and the flow out of the compressor to the air tank 50, respectively. These valves 52, 54 can have any known structure for a valve used with a piston cylinder to regulate air or gas inflow or outflow. The manner in which these valves 52, 54 are controlled to be cycle-dependent to enable air to be inlet for subsequent compression when in the interior space and the compressed air to be outlet is known to those skilled in the art to which this invention pertains. Valve 52 would be open during the inlet of air into the interior space and valve 54 would be closed at this time, and valve 52 would be closed and valve 54 would be open when the compressed air is being outlet to the air tank 50.

Engine 110 also includes a plurality of engine pistons 122 in respective cylinders 114, three of which are shown (see FIGS. 3-5). The three illustrated pistons 122 do not limit the invention in any manner whatsoever and more or less than three engine pistons 122 may be provided in an engine in accordance with the invention. Also, although the engine pistons 122 are shown in a row, other configurations and relative arrangements of multiple engine pistons and the cylinders in which they move are also possible and considered to be within the scope of the invention. Each piston 122 includes the respective connection rod 126 connected to the common engine crankshaft 112. Conduit 130 leads from the opening 132 of each cylinder 114, although there may be a manifold or separate conduits 130 leading from the opening of the cylinders 114. The single conduit 130 shown in FIG. 6 represents the combined outlet of the cylinders 114.

To couple the engine crankshaft 112 to the compressor 40, an automatic clutch 56 is connected to one end of the engine crankshaft 112. A gear 60 is alongside and possibly physically connected to the clutch 56, and also connected via cooperating teeth to the compressor crankshaft 44. An opposite end of the engine crankshaft 112 is connected to an engine flywheel 58. The connections of the engine structure to other parts of an engine and a vehicle as known to those skilled in the art to which this invention pertains may be used in the invention.

Gear 60 has a conventional structure with teeth, the size, shape, number and arrangement of which can vary to optimize the invention, which optimization would be readily ascertainable to those skilled in the art to which this invention pertains. Gear 60 is arranged to provide the necessary capacity of the compressor 40. Gear 60 is provided to enable powering of the piston compressor 42 to feed the air tank 50 with compressed air, in combination with the compressor 62 to thereby enable operation of the engine 10 being provided with compressed air to the piston cylinders 114 thereof (with fuel from another source). When the pressure in the air tank 50, which may be monitored by a monitoring device associated with or attached to the air tank 50 (not shown), reaches a necessary magnitude, the compressor 40 can be disconnected from the engine 110 by the automatic clutch 56 and air supply will be only from the high efficiency compressor 62, discussed below (similar to the configuration shown in FIG. 7). The automatic clutch 56 can be re-connected to the compressor 40 whenever necessary.

Automatic clutch 56 may therefore be controlled by a control device or mechanism to provide two different operating states, one operating state or configuration wherein the rotation of the engine crankshaft 112 is transferred to the compressor crankshaft 44 (so that compressor 40 compresses air and supplies the compressed air to the air tank 50), and another operating state or configuration wherein the rotation of the engine crankshaft 112 is not and cannot be transferred to the compressor crankshaft 44 (wherein compressed air is supplied only by compressor 62). One skilled in the art would be able to define the control parameters to regulate the operation of the compressor 40 to toggle or switch between these two operating states or configurations.

The surface of the engine housing defining the piston cylinders 114 has two apertures for each compartment separated from one another and which each lead into a manifold 64 defining conduits 116. Manifold 64 defining conduits 116 comprises an engine intake conduit system through which air flows from the high pressure air tank 50 to be inlet into the piston cylinders 114 of the engine 110 through and/or around a respective intake valve 1 0 in the apertures in the surface of the engine housing defining the piston cylinders 114.

As for exhaust from the cylinders 114, a conduit leads from the opening 132 of each cylinder 114 to the single conduit 130 shown in FIG. 6. As mentioned above, there may be a manifold and separate conduits leading from the openings of the cylinders 114 to the manifold or other structure to combine the exhaust gas from the cylinders 114.

When multiple cylinder 114 are provided, the cylinders 114 will be in different positions relative to the respective opening during rotation of the engine crankshaft 112. The leftmost cylinder 114 has its piston 122 below the respective opening 132 so that for this cylinder, exhaust gas is flowing through to the conduit 130. On the other hand, the middle and rightmost cylinders 114 have their pistons 122 on the level of or above the respective opening 132 so that they do not exhaust to the conduit 130. Cylinders 114 exhaust to the conduit 130 changes as the engine crankshaft 112 rotates.

Conduit 130 leads to a turbocharger 66 or turboelectrical generator or any other device to convert power of the exhaust gases and provides exhaust gas to the turbocharger 66. The turbocharger 66 has a construction known to those skilled in the art and converts energy from the exhaust gas into energy to operate the compressor 62. In one embodiment, the turbocharger 66 and compressor 62 arc connected to a common shaft so that this shaft is rotated by the outflow of exhaust gas, i.e., the exhaust gas impacts against part of the turbocharger 66 and causes rotation of the shaft, which shaft rotation is then used to compress air being inlet through the compressor inlet 68 in the direction of the associated arrow. This shaft is not shown in the illustrated embodiments, partly in view of the schematic representation of these elements. Other connections between the turbocharger 66 and the compressor 62 may also be used in the invention. The exhaust gas flows out of the turbocharger 66 through a conduit 74 in the direction of the associated arrow.

Power for the air compressor 62 can be provided mechanically by means of a belt, shaft or chain connected to the engine’ s crankshaft additionally or alternatively to being provided by a turbocharger driven by exhaust gas, or any combination of any of these means to provide power to the air compressor 62.

Air compressor 62, itself, can be a type of turbocharger, supercharger, electrical or any combination of these, for example, a turbocharger and supercharger which provides a very high efficiency compressed air supply at any RPM. Air compressed by the compressor 62 is directed through a conduit 70 to the high pressure air tank 50 to be available for use by the engine 110, via conduits 116 defined by manifold 64.

An important aspect of the invention is that the amount of compressed air in the high pressure air tank 50 is increased because it is not only the result of action by the compressor 62 to compress air being inlet through the compressor conduit 70, but also receives air compressed by the action of the compressor 40. Accordingly, there are two compressors associated with the engine, namely, compressor 62 operated by the turbocharger 66 and compressor 40 operated by the interconnection with the engine crankshaft 112. Thus, dual compressive action enhances the production of compressed air, greatly increasing its availability and volume, without major modifications to the engine 110.

In the embodiment of the invention in FIG. 6, the compressor 40 is not a part of the engine 110 but is separated from the engine 110, yet moved by the engine 110 in view of the interconnection. Although this interconnection is shown by an automatic clutch 56 and a gear 60 (which form interconnection structure), and a compressor crankshaft 44, other interconnection structure may be used in the invention. It is important though that the compressor 40 is moved within its cylinder to compress air based on already existing motive force. This already existing motive force is the rotational force of the engine crankshaft 112.

Valves 72, shown schematically, are preferably provided in or in association with the conduits 130, 48, 64, 70 and are regulated or configured in a preferred operating state to be open when the engine 110 is operating and to be closed when engine 110 is not operating to maintain the air pressure in the air tank 50, e.g., at or above a desired, possibly predetermined or preconfigured level. A control device or mechanism (not shown) is coupled to the valves 72 to perform oversight and control functionality. Valves 72 may also be integrated into the air tank 50. The manner in which the valves 72 are placed in the conduits 130, 48, 64, 70 and/or integrated into the air tank 50 may be any known technique to flow control. Generally, the valves 72 should be considered to present flow control means or a mechanism to control flow of the compressed air, enabling flow in certain operating conditions and preventing flow in other operating conditions. Other flow control schemes and mechanisms to ensure air pressure in the air tank 50 is maintained during non-operation of the engine 110 may also be used in the invention. The valve 72 in the conduit 130 is optional and may be removed.

FIG. 7 shows an embodiment similar to the embodiment shown in FIG. 6 except that the piston compressor structure is omitted (and is also the operational configuration when the compressor 40 is not operating since the clutch 56 is disconnected from the piston compressor and from the engine crankshaft 112). Indeed, this is also a possible construction of the invention, i.e., without the automatic clutch 56 connected to the common crankshaft 112 of the engine 110, without the gear connected to the automatic clutch 56, and without the piston compressor 40. The conduits 46, 48 and valves 52, 54 are also omitted. Although the advantages of the presence of the compressor 40 are not obtained, this embodiment may still provide benefits relative to prior art engines with turbochargers, superchargers, electrical or any other known compressors.

The invention also relates to a method for modifying an engine including a cylinder having a peripheral wall defining an interior space, a crankshaft, a piston movable in the interior space of the cylinder in a first direction in a power stroke in which air and fuel in the interior space is ignited and the crankshaft to which the piston is coupled is rotated as a result of combustion of the air and fuel and movable in a second, opposite direction in a compression stroke, two intake ports or conduits leading to the cylinder, and a respective intake valve associated with each intake conduit and regulating flow of the air from the intake conduit into the interior space. In the method, an exhaust conduit 130 is provided having an opening 132 in the peripheral wall 124 of the cylinder 114 at a location between lowermost and uppermost positions of the piston 122. An exhaust-intake stroke is formed by coupling an exhaust valve 134 to the exhaust conduit 130 and which is configured to open to cause combustion products to exhaust through the exhaust valve 134 into the exhaust conduit 130 when the piston 122 has moved such that an upper surface of the piston 122 is below the opening 132, and air is inlet into the interior space through the at least one intake valve 120 and forces combustion products to exhaust the interior space through the exhaust valve 134 into the exhaust conduit 130.

The exhaust valve 134 may be coupled to the exhaust conduit 130 by placing the exhaust valve 134 in the exhaust conduit 130, or more specifically, placing a reed valve in the exhaust conduit 130. The exhaust valve 134 may be configured to open based on a pressure differential whereby a greater pressure in the interior space than in the exhaust conduit 130 causes movement of the valve 134 to the open state.

The manner in which fuel is injected into the interior spaces of the engine cylinders is known to those skilled in the art to which this invention and is not depicted in the drawings. Any contemporary technology to achieve the fuel injection is possible in accordance with the invention. The interior space is defined by the housing of the engine 1, 110 and is open to the bottom so that the rod can extend into the interior space.

By directing compressed air into the interior spaces of the engine cylinders, along with an air/fuel mixture, there is an increase in the filling of the interior spaces and therefore the power obtained from the displacement volume.

The internal combustion engine/piston (ICE) of prior art designs has a compressor itself and has compressor capabilities at the same time on an intake action cycle, to provide air for the burning fuel. However, they are invariably very low efficiency and therefore have high parasitic losses. An object of the invention described herein is to reduce these losses, improve and increase the intake cycle efficiency and power the engine awhile at the same time, reducing emissions and pollution. By providing compressor 22, 162, with or without the compressor 2, 40, an arrangement is designed to be highly efficient, relative to prior art constructions, and combined with electric, twin screw supercharger, other types of superchargers, turbochargers or any other type of structure.

As used herein, the ambient environment or the ambient atmosphere is any space or area outside of the engine or the compressor. It is not an internal cavity or space but rather is the space or area around the engine or the vehicle in which the engine is situated or even within the vehicle, but not within the engine or compressor.

The invention also relates to a method for compressing air using an engine having an engine crank shaft. In this method, the rotatable compressor crank shaft 6, 44 is selectively coupled to the engine crank shaft 5, 112, which means that at times it is connected while at other times, it is not connected. Compressed air is generated upon rotation of the compressor crank shaft 6, 44 by causing the compressor crank shaft 6, 44 to move the piston compressor 4, 42 in an interior space of a compressor cylinder, regulating flow of air from ambient environment into the interior space defined in part by the piston compressor through the valve 13, 52, and regulating flow of compressed air from the interior space into the air tank 18, 50 through a second valve 14, 54. The compressed air is ideally supplied from the air tank 18, 50 for use by the engine 1, 110 (as described above). The compressor crank shaft 6, 44 may be selectively coupled to the engine crank shaft 5, 112 based on pressure in the air tank, this being a preferred possibility but not the only possibility. As such, when the air pressure in the air tank 18, 50 is below a threshold predefined, predetermined or preconfigured level, compressor 2, 40 is connected to the engine 1, 110 via clutch 5, 56 and is operative to generate compressed air to increase the pressure in the air tank 18, 50. When the air pressure in the air tank 18, 50 is at or above the same or a different threshold predefined, predetermined or preconfigured level, compressor 2, 40 may be disconnected from the engine 1, 110 via clutch 5, 56 and is no longer operative to generate compressed air. The compressor crank shaft 6, 44 may be selectively coupled to the engine crank shaft 5, 112 by a controllable clutch, such as but not limited to automatic clutch 5, 56. The control device to operate clutch 5, 56 may be a remotely situated control unit coupled, e.g., mechanically or electrically, to the clutch 5, 56. Such connections known to those in the art to which this invention pertains may be used in the invention.

The flow of air from ambient environment into the interior space defined in part by the piston compressor through the first valve is regulated during a stroke of the piston compressor away from a surface of the compressor cylinder in which the first valve is situated. The flow of compressed air from the interior space into the air tank through the second valve is regulated during another stroke of the piston compressor toward from the surface of the compressor cylinder in which the second valve is situated.

A turbocharger or similar apparatus may be connected to an outlet conduit of the engine through which exhaust gas flows, a compressor is connected to the turbocharger or similar apparatus, and in operation, air is input from the ambient environment into the compressor wherein it is compressed upon exhaust of gas from the engine, and the compressed air is directed from the compressor to the air tank, e.g., through a conduit. In this case, the compressor crank shaft may be decoupled from the engine crank shaft once the compressor is providing compressed air to the air tank to maintain the pressure in the air tank above a threshold level.

Although the engines 1, 110 arc shown in a schematic, the complete construction thereof would be readily ascertainable by those skilled in the art to which this invention pertains in view of the disclosure herein. For example, it is understood that the pistons described above have a conventional shape of a piston while the cylinders in which the piston move have a conventional shape of a cylinder. The connections of the rods of the pistons to the crankshafts and the structure of the crankshafts are also known in the art. The manner in which the crankshafts 5, 6, 44, 112 are mounted to enable their rotation are also known to those skilled in the art to which this invention pertains, and may involve use of bearings and the like. The conduits described above may be any type of pipe or tubular component defining a passage therein for flow of air or exhaust gas. The air tank disclosed above may have any shape. The engine block in which the combustion chambers are situated may be any shape.

While particular embodiments of the invention have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from the invention in its broader aspects, and, therefore, the aim in the appended claims is to cover all such changes and modifications as fall within the scope of the invention. The absence of structure in the drawings may be considered to indicate that such structure is intentionally lacking and omitted in an engine or other arrangement disclosed herein. The absence of such structure can provide benefits.

Claims

1. An apparatus for providing a source of compressed air for an engine having an engine cylinder and an engine crank shaft, comprising: a rotatable compressor crank shaft; a compressor cylinder defining an interior space and including a surface defining said interior space having a first aperture and a second aperture; a first valve at least partly in said first aperture; a second valve at least partly in said second aperture; a piston compressor that moves upon rotation of said compressor crank shaft in said interior space of said compressor cylinder; a compressor intake conduit leading from ambient environment to said first aperture; an air tank in which compressed air is stored; a compressor outlet conduit leading from said second aperture to said air tank; an engine intake conduit leading from said air tank to an interior space of said engine cylinder of the engine; and interconnection structure that selectively interconnects said compressor crank shaft to the engine crank shaft to provide two operating states wherein in one of the operating states, rotation of the engine crank shaft causes rotation of said compressor crank shaft and in the other of the operating states, said compressor crank shaft is not rotated by the engine crank shaft when the engine crank shaft rotates, said interconnection structure comprising an automatic clutch connected to the engine crank shaft and a gear connected to said automatic clutch and said compressor crank shaft, whereby rotation of said compressor crank shaft causes movement of said piston compressor in said interior space of said compressor cylinder and compression of air inlet into said interior space of said compressor cylinder through said compressor intake conduit and said first valve and outflow of compressed air through said compressor outlet conduit and said second valve to said air tank.

2. The apparatus of claim 1, wherein said piston compressor comprises a rod connected eccentrically to said compressor crank shaft and a piston having head portion connected to said rod and movable in said interior space of said compressor cylinder while surrounded by said compressor cylinder.

3. An engine, comprising: the apparatus of claim 1, an engine piston moved upon rotation of said engine crank shaft in said interior space of said engine cylinder, said engine cylinder including a surface defining said interior space having a first aperture and a second aperture, said interior space of said engine cylinder being supplied with ignitable fuel, said engine intake conduit leading from said air tank to said first aperture of said engine cylinder; a third valve at least partly in said first aperture of said engine cylinder; a fourth valve at least partly in said second aperture of said engine cylinder; an igniter for igniting a mixture of fuel and air in said interior space of said engine cylinder; and an engine outlet conduit leading from said second aperture of said engine cylinder.

4. The engine of claim 3, wherein said piston compressor comprises a rod connected eccentrically to said compressor crank shaft, and said compressor outlet conduit is entirely separate from said engine intake conduit, said piston compressor further comprising a piston having head portion connected to said rod and movable in said interior space of said compressor cylinder while surrounded by said compressor cylinder.

5. The engine of claim 3, further comprising: a turbocharger connected to said engine outlet conduit; a turbocharger compressor connected to said turbocharger; a turbocharger compressor inlet conduit leading from the ambient environment to said turbocharger compressor; a compressor conduit leading from said turbocharger compressor to said air tank; and a valve in each of said engine intake conduit and said compressor conduit and which is controlled to maintain pressure of compressed air in said air tank, whereby exhaust gas flowing through said engine outlet conduit interacts with said turbocharger to power said turbocharger compressor to draw air from the ambient environment through said turbocharger compressor inlet conduit, compress the drawn air from the ambient environment and provide the compressed air to said air tank through said compressor conduit.

6. A method for compressing air using an engine having an engine crank shaft, comprising: selectively coupling a rotatable compressor crank shaft to the engine crank shaft by a controllable clutch to provide an operating state of the engine in which the compressor crank shaft is coupled to the engine crank shaft and another operating state in which the compressor crank shaft is not coupled to the engine crank shaft; generating, when the compressor crank shaft is in the operating state wherein it is coupled to the engine crank shaft, compressed air upon rotation of the compressor crank shaft by causing the compressor crank shaft to move a piston compressor in an interior space of a compressor cylinder, regulating flow of air from ambient environment into the interior space defined in part by the piston compressor through a first valve, and regulating flow of compressed air from the interior space into an air tank through a second valve, the compressed air being stored in the air tank; and supplying compressed air from the air tank for use by the engine when the compressor crank shaft is in the operating state wherein it is coupled to the engine crank shaft and also when the compressor crank shaft is in the operating state wherein it is not coupled to the engine crank shaft.

7. The method of claim 6, wherein the compressor crank shaft is selectively coupled to the engine crank shaft based on pressure in the air tank.

8. The method of claim 6, wherein the flow of air from ambient environment into the interior space defined in part by the piston compressor through the first valve is regulated during a stroke of the piston compressor away from a surface of the compressor cylinder which the first valve abuts.

9. The method of claim 6, wherein the flow of compressed air from the interior space into the air tank through the second valve is regulated during a stroke of the piston compressor toward from a surface of the compressor cylinder which the second valve abuts.

10. The method of claim 6, further comprising: connecting a turbocharger to an outlet conduit of the engine through which exhaust gas flows; connecting a compressor to the turbocharger; intaking air from the ambient environment into the compressor wherein it is compressed upon exhaust of gas from the engine; directing the compressed air from the compressor to the air tank; and optionally. disconnecting the coupling of the compressor crank shaft to the engine crank shaft once the compressor is providing compressed air to the air tank to maintain the pressure in the air tank above a threshold level.

11. A two-stroke engine, comprising: a cylinder having a peripheral wall defining an interior space; a crankshaft; a piston movable in said interior space of said cylinder in a first direction in a power stroke in which air and fuel in said interior space is ignited and said crankshaft to which said piston is coupled is rotated as a result of combustion of the air and fuel and movable in a second, opposite direction in a compression stroke; two intake conduits leading to said cylinder; a respective intake valve associated with each of said intake conduits and regulating flow of air from said intake conduit into said interior space of said cylinder; an exhaust conduit having an opening in said peripheral wall of said cylinder at a location between lowermost and uppermost positions of said piston; and an exhaust valve associated with said exhaust conduit, whereby in an exhaust-intake stroke after the power stroke when said piston has moved such that an upper surface of said piston is below said opening, said exhaust valve is in an open state and air is inlet into said interior space through or around said intake valves and forces combustion products to exhaust said interior space through said exhaust valve into said exhaust conduit, and fuel is inlet into said interior space using a fuel injector.

12. The engine of claim 11, further comprising a spark plug to ignite the air and fuel in said interior space to cause the power stroke.

13. The engine of claim 11, wherein said exhaust valve is a reed valve.

14. The engine of claim 11, wherein said exhaust valve is in said exhaust conduit.

15. The engine of claim 11, wherein said exhaust valve is configured to open based on a pressure differential whereby a greater pressure in said interior space than in said exhaust conduit causes movement of said exhaust valve to the open state.

16. The engine of claim 11, wherein a region between said opening and said peripheral wall of said cylinder is smooth without any sharp edges.

17. The engine of claim 11, further comprising a connection rod to connect said piston to said crankshaft.

18. A cylinder for an engine; comprising: a peripheral wall defining an interior space; a piston that moves in said interior space in a first direction in an exhaust stroke and a second, opposite direction in a power stroke in which air and fuel in said interior space is ignited; two intake conduits leading to said interior space; a respective intake valve associated with each of said intake conduits and regulating flow of air from said intake conduit into said interior space of said cylinder; an exhaust conduit having an opening in said peripheral wall at a location between lowermost and uppermost positions of said piston; and an exhaust valve associated with said exhaust conduit, whereby in an exhaust-intake stroke after the power stroke when said piston has moved such that an upper surface of said piston is below said opening, said exhaust valve is in an open state and air is inlet into said interior space through said intake conduits and forces combustion products to exhaust said interior space through said exhaust valve into said exhaust conduit, and fuel is inlet into said interior space using a fuel injector.

19. The cylinder of claim 18, wherein said exhaust valve is a reed valve in said exhaust conduit.

20. The cylinder of claim 18, wherein a region between said opening and said peripheral wall is smooth without any sharp edges.