MONOBLOCK VALVELESS OPPOSING PISTON INTERNAL COMBUSTION ENGINE

• US 20100282219A1
• Filed: 11/06/2008
• Published: 11/11/2010
• Est. Priority Date: 11/08/2007
• Status: Active Grant

• Current Assignee: Two Heads LLC
• Original Assignee: Two Heads LLC
• Inventors: ALONSO, Jose Luis
• Granted Patent: US 8,789,499 B2
• Time in Patent Office: Days
• US Class Current: 123/51AA
• CPC Class Codes: F01B 3/10 Control of working-fluid admission or discharge peculiar thereto suitable for more general application F01L
• CPC Class Codes: F01B 7/14 acting on different main shafts
• CPC Class Codes: F02B 2023/085 using several spark plugs per cylinder
• CPC Class Codes: F02B 2075/028 five
• CPC Class Codes: F02B 61/04 for driving propellers
• CPC Class Codes: F02B 75/282 the pistons having equal strokes
• CPC Class Codes: F02B 75/32 Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
• CPC Class Codes: F02F 1/186 for use in engines with two or more pistons reciprocating within same cylinder
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

The present invention provides an internal combustion engine that provides advantages of both typical 2-stroke engines and typical 4-stroke engines, but using a new design unlike either. The present engine provides for use of pistons as means for opening and closing intake and exhaust ports disposed on cylinder walls. It also provides two pistons per cylinder in an opposing configuration, such that one fuel explosion event causes motion of both pistons per cylinder, in opposite directions. Each piston of a cylinder is connected to a separate crankshaft, which completes a single revolution about its axis per fuel explosion event in a cylinder. In a single cycle of piston movement along the cylinder, a full cycle of ignition, exhaust, intake, and compression is achieved.

Claims

1. An internal combustion engine comprising:

at least one cylinder comprising a proximal end and a distal end, each cylinder containing a first piston and a second piston arranged in opposite directions within the cylinder and on opposite sides of the center of the cylinder, and each cylinder comprising a wall defining an interior volume,

wherein each cylinder comprises at least one intake port on the proximal half of the cylinder and at least one exhaust port on the distal half of the cylinder, each port disposed as openings in the cylinder wall,

wherein a surface of the piston heads of the first and second pistons create in combination with the cylinder wall a combustion chamber for ignition and burning of fuel;

at least two crankshafts, a first crankshaft connected to the first piston at the proximal end of the cylinder, and a second crankshaft connected to the second piston at the distal end of the cylinder;

at least one device for causing ignition of fuel in the combustion chamber, the device being disposed on and through the cylinder wall at or near the upper dead center of travel within the cylinder for the first piston;

wherein each of the crankshafts completes a single revolution about its own axis per fuel ignition event.

2. The engine of claim 1, wherein movement of the first piston back and forth along the cylinder causes opening and closing of the intake port(s), and movement of the second piston back and forth along the cylinder causes opening and closing of the exhaust port(s).

3. The engine of claim 1, wherein the first piston and the second piston are disposed within the cylinder such that the first piston is delayed in its movement back and forth through the cylinder as compared to the second piston.

4. The engine of claim 3, wherein the delay is defined by an angle of deflection from a line parallel to the long axis of the cylinder, wherein the delay is from 15°

to 25°

.

5. The engine of claim 4, wherein the delay is 18°

.

6. The engine of claim 1, wherein, for each fuel ignition event, each of the pistons makes a single complete cycle back and forth through the cylinder, wherein a single complete cycle of the two pistons results in a single complete cycle of fuel ignition, expansion, exhaust, and intake of new fuel.

7. The engine of claim 1, wherein each fuel ignition event sequentially causes:

opening of the exhaust port(s) by the second piston;

opening of the intake port(s) by the first piston;

closing of the exhaust port(s) by the second piston; and

closing of the intake port(s) by the first piston.

8. The engine of claim 7, wherein:

opening of the exhaust port(s) by the second piston allows exhaust gas to exit the combustion chamber;

opening of the intake port(s) by the first piston allows intake of air or other fluids into the combustion chamber;

closing of the exhaust port(s) by the second piston allows for overcharging of the combustion chamber by continued intake of fluid from the intake port(s); and

closing of the intake port(s) by the first piston seals the combustion chamber and allows for compression of fluid within the combustion chamber.

9. The engine of claim 8, wherein closing of the exhaust port(s) while the intake port(s) remain open allows for overcharging of the combustion chamber with air or an air/fuel mixture.

10. The engine of claim 1, which is a five-stroke engine that completes the following five strokes per single cycling of the first and second pistons back and forth through the cylinder and a single revolution of the first and second crankshafts about their respective centers:

ignition and burning of fuel in the combustion chamber with all exhaust and intake ports closed;

exhaust of exhaust gas from the combustion chamber through the at least one exhaust port, which is opened by the movement of the second piston down the cylinder and away from the point of ignition;

sweeping, with a positive pressure of air, of exhaust gas from the combustion chamber through the at least one exhaust port using air introduced through the at least one intake port, which is opened by the movement of the first piston down the cylinder and away from the point of ignition;

creating an overpressure of air and fuel in the combustion chamber by forcing, with a positive pressure, air and fuel into the combustion chamber through the open intake port(s) after the exhaust port(s) are closed by movement of the second piston along the cylinder toward the point of ignition; and

compressing the air and fuel mixture in the combustion chamber after closing of the intake port(s) by movement of the first piston along the cylinder toward the point of ignition.

11. The engine of claim 10, which comprises a supercharger for providing the positive pressure of air and/or the overpressure of air and fuel.

12. The engine of claim 1, which has a horizontal configuration and a monoblock construction.

13. The engine of claim 1, which does not comprise intake or exhaust valves, a cylinder lid and joint, or a camshaft.

14. The engine of claim 1, wherein the two crankshafts are physically connected to each other by way of a train of gears or at least one connecting bar.

15. The engine of claim 14, comprising two connecting bars, each of which are elastic and allow for expansion and contraction as the engine changes temperature.

16. The engine of claim 1, wherein each of the pistons comprises two sets of rings, each of the sets of rings comprising at least one compression ring, wherein the two sets of rings are disposed on the pistons such that, when a piston is at its upper dead center, the two sets of rings in conjunction with the cylinder wall define a chamber that encompasses the intake or exhaust port(s), thus sealing and separating the port(s) from the combustion chamber.

17. The engine of claim 1, further comprising:

at least one auxiliary combustion chamber in fluid connection with the combustion chamber, the volume of which can be adjusted.

18. The engine of claim 1, comprising:

at least one intake chamber and duct combination for each cylinder, each combination in fluid connection with at least one intake port, and each combination configured to cause turbulence to fluids introduced into the cylinder through the intake port(s).

19. The engine of claim 1, comprising:

at least one exhaust chamber and duct combination for each cylinder, each combination in fluid connection with at least one exhaust port, and each combination configured to cause turbulence to fluids into the cylinder or taken from the cylinder through the exhaust port(s).

20. The engine of claim 1, wherein the engine causes the same number of fuel ignition events per crankshaft revolution as the engine has cylinders.

21. A motor vehicle comprising the engine of claim 1, wherein the vehicle is an automobile, a boat, or an airplane.