Internal combustion engine

• US 20030188701A1
• Filed: 04/03/2003
• Published: 10/09/2003
• Est. Priority Date: 04/06/2002
• Status: Abandoned Application

• Current Assignee: Christopher L. Daniel
• Original Assignee: Christopher L. Daniel
• Inventors: Daniel, Christopher L.
• Application Number:
  US10/407,728
• Publication Number:
  US 20030188701A1
• Time in Patent Office: Days
• US Class Current: 123/56.1
• CPC Class Codes: F01B 3/04 the piston motion being transmitted by curved surfaces
• CPC Class Codes: F02B 75/28 Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders arranged oppositely relative to main shaft F02B75/24

Abstract

An improved internal combustion engine is provided having a plurality of cylinders that are disposed about a crankshaft at an angle substantially parallel to the crankshaft (e.g., to the axis of rotation of the crankshaft), resulting in a substantially constant and optimal power stroke angle. The engine may include eight cylinders and sixteen pistons disposed in a 360 degree pattern every 45 degrees around the crankshaft. The cylinders may be positioned substantially parallel to the crankshaft resulting in a relatively constant and optimal power stroke (e.g., at 90 degrees), thereby producing higher torque and horsepower compared to combustion engines with varying power stroke angles. Each cylinder may have two opposing pistons. Specifically, each cylinder may include two pistons that move in opposite directions during the power stroke, thereby producing a simultaneous thrust at two different points, which is applied to the crankshaft on every power stroke. The dual pistons in each cylinder also control precise movement of all gases throughout each cylinder cycle, thereby improving efficiency. One piston per cylinder can be made to sit “idle,” allowing the opposing piston to import gases for a longer duration, and export virtually the entire cylinder of spent gases in a single cycle. Moreover, this dual-piston design provides for a four-stroke process in a simplified valve-less engine design, thereby combining the advantages of both four-stroke and two-stroke type engines.

Claims

1. An internal combustion engine comprising:

a housing;

a crankshaft, which is rotatably disposed within the housing, and which includes at least one groove formed around an outer surface; and

a plurality of combustion chambers formed within the housing and disposed around the crankshaft in a substantially parallel relationship to the crankshaft, each combustion chamber including;

at least one intake port for receiving a fuel and air mixture into the combustion chamber;

at least one exhaust port for expelling exhaust gases from the combustion chamber;

at least one piston which slidably moves within the combustion chamber, effective to selectively compress the fuel and air mixture, and which includes a crankshaft engaging portion which engages the at least one groove, effective to rotatably drive the crankshaft; and

at least one ignition device, which extends into the combustion chamber and which selectively generates energy which ignites the compressed air and fuel mixture, effective to forcibly move the piston within the combustion chamber, thereby rotatably driving the crankshaft.

2. The internal combustion engine of claim 1 wherein the plurality of combustion chambers comprises eight combustion chambers.

3. The internal combustion engine of claim 1 wherein the at least one piston comprises a pair of opposing pistons, including:

an intake side piston which moves back and forth within the combustion chamber, effective to selectively open and close the intake port, compress the air and fuel mixture, and drive the crankshaft; and

an exhaust side piston which moves back and forth within the combustion chamber, effective to selectively open and close the exhaust port, compress the air and fuel mixture, and drive the crankshaft.

4. The internal combustion engine of claim 1 further comprising:

a plurality of fuel injectors which are coupled to the housing and which inject fuel into the engine, which is combined with air and communicated to the combustion chambers.

5. The internal combustion engine of claim 1 further comprising:

a plurality of blowers which communicate with the intake ports and which assist in forcing air into the combustion chambers.

6. The internal combustion engine of claim 1 further comprising:

a plurality of turbines which communicate with the exhaust ports and which assist in expelling exhaust gases from the combustion chambers.

7. The internal combustion engine of claim 1, wherein the housing includes a plurality of air intake passages which communicate with and provide air to the intake ports.

8. The internal combustion engine of claim 7 further comprising:

a throttle plate which is coupled to the housing and which selectively covers and uncovers the air intake passages, effective to control the transfer of air to the combustion chambers.

9. The internal combustion engine of claim 1 wherein the combustion chambers are formed by sleeves which are disposed within the housing.

10. The internal combustion engine of claim 1 further comprising a timing ring assembly which is coupled to an end of the crankshaft and which is adapted to generate signals in response to crankshaft rotation for controlling the ignition devices.

11. The internal combustion engine of claim 1 wherein the ignition devices comprise sparkplugs.

12. The internal combustion engine of claim 1 wherein the ignition devices comprise glow plugs.

13. An internal combustion engine comprising:

a housing;

a crankshaft, which is rotatably disposed within the housing, and which includes an outer surface having a first and second guide disposed around the outer surface;

a plurality of combustion chambers contained within the housing and disposed around the crankshaft in a substantially parallel relationship to the crankshaft, each combustion chamber including;

at least one intake port for receiving a fuel and air mixture into the combustion chamber;

at least one exhaust port for expelling exhaust gases from the combustion chamber; and

a pair of opposing pistons, which are operatively disposed within the combustion chamber, and comprising an intake side piston that moves within the combustion chamber in a manner effective to selectively open and close the intake port, and an exhaust side piston that moves within the combustion chamber in a manner effective to selectively open and close the exhaust port and which cooperates with the intake side piston to compress the fuel and air mixture and drive the crankshaft;

a plurality of connecting pins, each of which is coupled to a unique one of the pistons and which includes a crankshaft engaging portion that engages one of the first and second guides, thereby allowing the piston to rotatably drive the crankshaft; and

a plurality of ignition devices, each of which extends into a combustion chamber and selectively generates energy for igniting the compressed air and fuel mixture, effective to forcibly move the pistons within the combustion chambers, thereby rotatably driving the crankshaft.

14. The internal combustion engine of claim 13 wherein the plurality of combustion chambers comprises eight combustion chambers.

15. The internal combustion engine of claim 13 further comprising:

a plurality of fuel injectors which are coupled to the housing and which inject fuel into the engine, which is combined with air arid communicated to the combustion chambers.

16. The internal combustion engine of claim 13 further comprising:

a plurality of blowers, each of which communicates with a unique one of the intake ports to assist in forcing air into the combustion chambers; and

a plurality of turbines each of which is coupled to a unique one of the plurality of blowers, and communicates with the exhaust ports to assist in expelling exhaust gases from the combustion chambers.

17. The internal combustion engine of claim 13 further comprising:

a plurality of air intake passages which are formed within the housing and which communicate with and provide air to the intake ports;

a throttle plate which is coupled to the housing and which selectively opens and closes the plurality air intake passages, effective to control the transfer of air to the combustion chambers; and

a plurality of air filters which are connected to the throttle plate and which cover the plurality of air intake passages, thereby filtering air which enters into the air intake passages.

18. An crankshaft drive system, comprising:

a crankshaft having an outer surface and a curved groove formed around the outer surface;

a piston which is movably disposed in a substantially parallel relationship to the crankshaft; and

a member that extends from the piston and which engages and slidably moves within the groove, such that movement of the piston in a reciprocating motion causes the member to move within the groove and rotatably drive the crankshaft.

19. The crankshaft drive system of claim 18 further comprising:

a bearing which is coupled to the end and which facilitates sliding movement of the end within the groove.

20. The crankshaft drive system of claim 18 further comprising:

a combustion cylinder in which the piston is movably disposed, the combustion cylinder providing a combustion process for moving the piston in a reciprocating motion.

21. The crankshaft drive system of claim 18 wherein the member comprises a pin which is coupled to the piston.

22. The crankshaft drive system of claim 18 wherein the crankshaft includes a second curved groove formed around the outer surface, and further comprising:

a second piston which opposes the first piston and which is movably disposed in a substantially parallel relationship to the crankshaft; and

a second member that extends from the second piston and which engages and slidably moves within the second curved groove, such that movement of the second piston in a reciprocating motion causes the second member to move within the second curved groove and rotatably drive the crankshaft.