4-stroke relative motion cylinder with dedicated compression space

Abstract

To realize excellent output while optimizing pressure in a cylinder and minimizing unburnt discharge gas or mixture by optimizing.SOLUTION: A cylinder 104 includes a floating piston 202 optionally inserted in an inner space 208 so as to improve the output and efficiency of the cylinder. The combustion pressure added to a crank shaft piston 204 is added to a smaller surface area of the crank shaft piston in an initial stage of an expansion stroke, and is added to a larger surface A area of the crank shaft piston in a stage after the expansion stroke. A variable combustion space can prevent incomplete combustion, and 4-stroke work (intake, compression, combustion, exhaust) is realized in one cycle.SELECTED DRAWING: Figure 6

Description

[Technical field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to U.S. application Ser. No. 16 / 998,771, filed August 20, 2020, and PCT application Ser. No. PCT / US2019 / 06851, filed December 25, 2019.

[0002] The present invention relates to machines widely used for work, and more specifically to hydraulic cylinders (sometimes called cylinders) and internal combustion cylinders.

[0003] Definitions of terms related to the components and operation of a reciprocating cylinder are provided below. 1. The reciprocating motion of the piston on the crankshaft means that the crankshaft moves back and forth between the lowest point of the cylinder, called the bottom dead center (BDC), and the highest point of the cylinder, called the top dead center (TDC). 2. Stroke volume is the stroke distance between BDC and TDC multiplied by the surface area of ​​the crankshaft. 3.Clearance volume is the space between TDC and the cylinder head where liquid is compressed in preparation for combustion in a conventional cylinder. 4.Displacement is the amount of air-fuel mixture that needs to be exchanged after a cycle of reciprocating motion, which in a conventional cylinder is equal to the sum of the clearance volume and the swept volume. By simply changing the arrangement of the internal structures (also called occupying structures) in the clearance volume, the clearance volume and compression ratio can be changed, but the displacement cannot be changed. 5. Pascal's law as a function of position is used to calculate the force exerted on the crankshaft surface by displacing FLUID during the power stroke. Here, the product of the force output and stroke distance represents the mechanical output, which is equivalent to the mechanical input also being the thermal input. 6. Pascal's Law as a function of time is a new mathematical method introduced by the system of the present invention that explains how by conserving the mechanical and heat input required to exchange the fluid on each stroke, the space behind the crankshaft piston to mix with the combustion fluid can be made smaller than the sum of the clearance volume and the swept volume. 7. A cylinder fluid inlet is a fluid manifold and entry valve. In a conventional cylinder, the fluid inlet can, for example, supply different amounts of air from one reciprocating cycle to another, but such a change would affect the compression ratio before combustion. As shown herein, the provision of a second cylinder fluid inlet allows the amount and pressure of fluid to be varied during the power stroke, which is not possible in a conventional cylinder. 8. Secondary inlet, as used herein, refers to fluid supplied for compression or combustion during the power stroke, thereby increasing the combustion or hydraulic driving force. While the primary fluid inlet supplies fluid to the cylinder with each cylinder stroke, the secondary inlet may supply any fluid required to meet the increasing resistive driving load. 9. A conventional four-cylinder engine is a reciprocating engine that performs intake, compression, combustion, and exhaust in two cycles. It is possible to minimize the conventional two-stroke cylinder by performing intake, compression, and exhaust in one movement in the same cylinder. In a conventional cylinder, there is no dedicated compression space, and each stroke achieves a power stroke while separating intake, compression, combustion, and exhaust. This system disclosed in this specification is called a four-stroke relative motion cylinder. 10. Dedicated compression space, as used herein, refers to the ability to achieve four strokes in one cycle. 11. Conventional internals refers to inserts placed inside the cylinder that affect the compression ratio and clearance volume before combustion. In this specification, internals are used to accelerate the cylinder interior toward the crankshaft by combustion or hydraulic forces, enhance combustion, minimize displacement, and increase pressure inside the cylinder. 12. Force control mechanism, as used herein, means a mechanical device that can increase or decrease the driving force of the crankshaft during the power stroke. 13. Conventional cylinder fluid decompression occurs due to the reduction in fluid pressure at the end of the power stroke. When the crankshaft piston moves beyond 15 meters per second, the inner surface of the crankshaft piston is subject to a phenomenon called the freezing zone. This is undesirable as it is associated with incomplete combustion. Herein, we introduce fluid decompression in a dedicated pressure space at the beginning of the power stroke, and another fluid decompression is introduced by opening an inlet to move compressed air into the combustion space later in the power stroke. This allows exhaust from the primary combustion space to cool the internals without compromising the quality of combustion. For example, near the end of the power stroke, if the exhaust pressure ratio inside the cylinder is 2:1, and if the cylinder is fed with a 10:1 ratio of non-fuel mixed supercharging fluid, the exhaust fluid is exhausted and the compressed fresh air is decompressed and expands into the cylinder, providing a cooling effect and partially compressing the air, which is fully compressed in the next piston movement.

[0004] A wide variety of devices use cylinders to perform mechanical functions or produce useful work. A typical example is the internal combustion engine, which has several cylinders with pistons that compress and burn an air-fuel mixture. Each piston is connected to a crankshaft, and the force exerted on the pistons is transmitted through various intermediate devices to the wheels of a vehicle to produce thrust. Pistons are also used to drive turbines, pumps, and generators.

[0005] When used in engines, hydraulic systems, etc., a typical cylinder produces a work output proportional to the stroke volume (i.e. the amount of piston surface traveled), which is generated by the piston surface and the stroke distance (i.e. the distance of the piston surface in the axial direction). Thus, conventional systems (i.e. petrol and diesel engines) have sought to increase the stroke volume and distance to increase the cylinder power output. Increasing the stroke volume and distance increases the cylinder size and engine mass, which reduces the economy of the engine and vehicle. In a conventional cylinder, the swept volume plus the clearance volume is equal to the displacement, which indicates the intake volume required for each stroke. A solution that makes the displacement smaller than the swept volume plus the clearance volume, or smaller than the swept volume, can improve the engine performance relative to the percentage reduction in displacement.

[0006] Another way to improve engine economy is through the use of recovery systems. For example, hydraulic cylinders can be coupled to turbochargers or electrical recovery systems, but these recovery systems often have limited efficiency (e.g. 20% to 30%), especially when using initial pressures of 1000 psi to increase compression ratios. Turbocharger recovery improves recovery ratios by running the cylinders at lower compression ratios. In the examples presented here, the recovery ratios are potentially greater than 80%.

[0007] Direct injection has been introduced in four-stroke engines to meet the requirements for a clean environment. Two-stroke engines are required to have a power stroke on every stroke, but this is prohibited in some regions due to their tendency to emit incompletely combusted exhaust gases. A solution that achieves the work of four strokes in one cycle (intake, compression, combustion, exhaust) while making every stroke a power stroke, without sacrificing exhaust gas quality, would benefit both two-stroke and four-stroke engines.

[0008] So there is a mechanical need to optimize cylinder and internal pressures to minimize unburned exhaust gases and fuel-air mixture while still delivering superior power output to meet environmental demands. Summary of the Invention [Problem to be solved by the invention]

[0009] This Summary introduces in a simplified form some of the concepts discussed in the Detailed Description below. This Summary is not intended to identify key features of the invention in any way, nor is it intended to limit the scope of the claims. Furthermore, please note that any solutions discussed herein are not intended to limit the scope of what is claimed herein. [Means for solving the problem]

[0010] The simplest embodiment of the present invention is an engine using the cylinder of the present invention. The cylinder system is a mechanical cylinder with an internal space that supplies fluid. In other words, it is a mechanical engine-cylinder system. The crankshaft piston is configured to reciprocate in the internal space, and the internal structure of the cylinder includes a floating piston. The internal structure can variably advance and retreat inside the cylinder in accordance with the movement of the crankshaft piston. The internal structure includes a combustion chamber in the clearance area above the crankshaft piston and the cylinder. The internal structure also has an end that faces the head of the engine, and this end creates a first and second combustion chamber. The internal structure and the crankshaft piston have a male-female coupling.

[0011] Also disclosed herein is an engine block having one or more cylinders, the cylinder system including a cylinder having an interior space to which a fluid is supplied, and a crankshaft piston configured for reciprocating motion within the interior space, the cylinder internal structure including a floating piston that can variably advance and retract within the cylinder interior space in response to movement of the crankshaft piston, the internal structure further including a combustion chamber in a clearance area above the crankshaft piston and the cylinder, the cylinder system including first and second fluid inlets for each cylinder, the fluid inlets including a fluid manifold and a valve.

[0012] In another embodiment, the cylinders of the engine block may be configured with conventional cylinders in addition to cylinders with floating pistons, or may be configured with a form of cylinders with floating pistons.

[0013] In another embodiment, the floating piston gradually evacuates a portion of the space inside the cylinder, making the actual displacement less than the sum of the clearance volume and the swept volume.

[0014] In another embodiment, a floating piston reduces displacement and reduces fluid entrapment.

[0015] In another embodiment, a floating piston accelerates the crankshaft piston in a direction similar to the forces of combustion.

[0016] In another embodiment, the engine comprises a cylinder force control mechanism, which controls the internal structure of the cylinder through an electromagnetic actuator, a turbocharger pump mechanism, or a supercharger pump mechanism.

[0017] In other embodiments, the floating piston may be a fixed structure for some applications or may be mechanically coupled, magnetically controlled, or hydraulically act as a second floating piston that can optionally and dynamically increase or decrease the pressure inside the cylinder during the expansion or compression stroke of the cylinder depending on the needs of the system.

[0018] In another embodiment, the force control mechanism may be dependent on the throttle position.

[0019] Another embodiment involves activating a mechanical or magnetic sensor that monitors and responds to the position of the throttle pedal by triggering an electromagnetic actuator every cycle.

[0020] In another embodiment, the supercharged or turbocharged airflow is directed into the cylinder through a second fluid inlet to activate a mechanical or magnetic sensor that monitors the engine drive load and both positive and negative crankshaft piston drive forces.

[0021] In another embodiment, the control mechanism sensor may be responsive to the position of the crankshaft or crankshaft rod, or the position of the floating piston.

[0022] In yet another embodiment, the control mechanism sensors are responsive to the amount of engine load or crankshaft resistance.

[0023] In yet another embodiment, the control mechanism sensor is responsive to the engine speed.

[0024] In yet another embodiment, the control mechanism sensor is responsive to engine temperature.

[0025] In another embodiment, the electromagnetic actuator of the control mechanism uses three poles instead of two. Changing poles causes electrons to move from one side to the other. Using three poles creates attractive and repulsive forces without the need to place the electrons in different locations. This allows for more frequent cycling as well as higher power output.

[0026] In yet another embodiment, a magnetic field reacts to a permanent magnet on the floating piston to retract the floating piston from the interior space of the cylinder during the expansion stroke.

[0027] In another embodiment, the force control mechanism is a turbocharger or supercharger, where a fluid is charged directly into the space between the floating piston and the cylinder head, increasing its pressure and thus accelerating the speed of the floating piston, and indirectly increasing the combustion pressure and force acting on the crankshaft piston.

[0028] In another embodiment, the fluid charge path includes a second fluid inlet in addition to the first inlet, the first inlet being used to intake the engine on each stroke and the second inlet being used to provide a variable supply of engine fluid in a load and speed responsive manner under the control of a force control mechanism.

[0029] In another model, the cylinder is a hydraulic cylinder and the fluid is a hydraulic fluid that is fed directly into the space enclosed by the crankshaft piston and the floating piston (internal structure).

[0030] In another embodiment, the cylinder is a combustion cylinder and the fluid is a combustible fluid.

[0031] In another embodiment, the floating piston moves at substantially the same speed as the crankshaft piston, in the same or opposite direction as the position of the crankshaft piston during the expansion stroke, and in the same direction as the movement of the crankshaft piston during the compression stroke.

[0032] In another embodiment, a floating piston advances into the internal space of the cylinder during the expansion stroke and retracts completely from the internal space of the cylinder during the compression stroke, the floating piston further advancing or retracting from a particular position during the expansion stroke.

[0033] In another embodiment, the combustion space is contained within or surrounded by the floating piston, the diameter of the combustion space being smaller than the diameter of the cylinder.

[0034] In another embodiment, the engagement surfaces of the crankshaft piston and the floating piston are partially or fully conical.

[0035] In another embodiment, the floating piston is a second piston that can change direction of acceleration during the expansion stroke.

[0036] In another embodiment, the floating piston has ends that create two separate cavities, allowing for male-female engagement with a crankshaft piston utilized in a four-stroke cylinder that performs two reciprocating cycles, where the compression of the fluid is performed in a traditional four-stroke manner, and where the compression and combustion occur in the same space within the cylinder.

[0037] Another form is to achieve the four-stroke functions of a four-stroke engine by starting the compression in a dedicated compression space and performing two strokes (also called two strokes) including expansion and recession for each cylinder combustion.

[0038] Another form is to increase the engine's acceleration by supplying compressed fluid to the space behind the floating piston during the power stroke, thereby increasing the cylinder pressure.

[0039] Another form is to slow the engine down by moving a floating piston against the crankshaft, thereby reducing pressure inside the cylinder and reducing crankshaft power without prematurely expelling unburned exhaust gases.

[0040] In another form, the internal structure of the cylinder is advanced or retracted by an electromagnetic actuator or hydraulic press supercharger or turbocharger.

[0041] Alternative configurations include hybrid electro-magnetic / gasoline cylinder actuation, or hybrid hydraulic / gasoline cylinder actuation, where a second piston provides secondary pressure to a piston connected to the crankshaft.

[0042] Another variation is to use an electromagnet with three poles instead of two, which can be used to increase the efficiency of energy recovery of a second piston coupled to it by assigning attractive and repulsive forces to the electromagnet.

[0043] Another variation involves the cylinder being a combustion cylinder and injecting combustible fuel into a dedicated compression space.

[0044] Another variation involves the cylinder being a hydraulic cylinder, further compressing the fluid during the compression stroke.

[0045] Another embodiment is as follows: A mechanical cylinder with an internal space for introducing fluid, in which a crankshaft piston reciprocates, the internal structure includes a floating piston as a second piston. The floating piston moves in a first direction as the second piston during the expansion stroke, and retracts in a second direction opposite to the first direction during the compression stroke. The internal structure of the cylinder moves a certain distance by the force of combustion, and then moves further forward or backward by an electromagnetic or hydraulic actuator.

[0046] Yet another embodiment using a mechanical cylinder is as follows: The cylinder has an interior space, internal structure, and a crankshaft configured such that combustion pressure applied to the crankshaft piston is applied to a smaller surface area of ​​the crankshaft piston early in the expansion stroke and then to a larger surface area thereafter.

[0047] Another embodiment using a cylinder is as follows: the cylinder has an internal space for introducing a fluid, the crankshaft piston is configured to reciprocate in the internal space, and the internal structure of the cylinder has a cylindrical structure that functions as a floating piston. The floating piston moves in a first direction as a second piston during the expansion stroke, and retracts in a second direction opposite to the first direction during the compression stroke. The floating piston is partially surrounded by a combustion space between the crankshaft piston and the cylinder head. The internal structure of the cylinder moves a certain distance by the force of combustion, and then moves further forward or backward by an electromagnetic or hydraulic actuator.

[0048] In yet another embodiment, combustion occurs within a cavity in the internal structure, and the pressure of the combustion is applied to both the internal structure and the crankshaft piston.

[0049] In yet another embodiment, the internal structure can move relative to the cylinder, and the movement can be controlled by a force control mechanism.

[0050] In another embodiment, the force application mechanism reacts to the throttle position via a sensor, such that a force is applied to the internal structure depending on the throttle position.

[0051] In another embodiment, the force applying mechanism is configured to apply a force to retract the internal structure during the expansion stroke.

[0052] In another embodiment, the force applying mechanism is configured to apply an additional force to the internal structure during the expansion stroke.

[0053] In another aspect, the system is configured to partially perform a compression stroke function during an expansion stroke by pumping fresh air behind the internal structure via a force application mechanism (also referred to as a force applying mechanism), or to perform a fluid suction stroke by natural engine breathing through the first fluid inlet.

[0054] Another embodiment is configured to implement fluid decompression (also called fluid pressure reduction) behind the internals early in the expansion stroke, which reduces the pressure of the fluid that was compressed in the previous cycle and remains in the combustion space.

[0055] In another embodiment, the engine is configured to perform fluid decompression for a cooling effect, where fluid compressed in a dedicated combustion space is moved from the dedicated combustion space between the internals and the cylinder head to a cavity in the internals during later strokes.

[0056] In another embodiment, the system is configured to have fresh air or fluid drawn into an internal cavity and compressed to clean the exhaust during the latter part of the expansion stroke.

[0057] In another embodiment, air compressed by a turbocharger or supercharger is configured to enter the interior space through a second fluid inlet during the expansion stroke.

[0058] In another embodiment, the internal structure and the crankshaft piston are configured to separate during the power stroke by designing the surface areas of the internal structure to ensure that they can separate during the power stroke at the minimum and maximum allowable initial compression ratio.

[0059] In another embodiment, the exhaust fluid is configured to exit the internal space of the cylinder during the initial portion of the reverse stroke (also referred to as the reverse stroke) and prior to engagement of the internal structure with the crankshaft piston.

[0060] In another embodiment, the system is configured such that compression of the fluid is completed later during the reverse stroke, between the time the crankshaft engages the internals and the time of full contraction, during which the inlet valve is opened between the internals cavities and the dedicated compression space.

[0061] In another embodiment, it may be configured to perform intake, compression, expansion, and exhaust in two strokes per combustion.

[0062] In another embodiment, the force control mechanism comprises an electromagnetic actuator.

[0063] In another embodiment, the force control mechanism comprises a hydraulic system.

[0064] In another embodiment, the force control mechanism includes a forced induction system.

[0065] In another embodiment, the system is configured to pump fluid to the intake side of the internals to increase cylinder pressure and engine acceleration.

[0066] Other embodiments may be configured to slow the engine down by applying a reversing force to the internal structure, or by magnetic forces, or by drawing fluid from the second fluid inlet.

[0067] In other embodiments, the engine accelerates by applying a forward force to an internal structure.

[0068] In another embodiment, the initial movement of the internal structure is configured to absorb engine vibrations by moving combustion fluid and forces toward the crankshaft piston.

[0069] In another embodiment, the internal structure changes direction during the expansion stroke.

[0070] Further, there are mechanical cylinder embodiments, each of which includes an internal space, an internal structure, and a crankshaft piston. The internal space is modified to have dedicated combustion and compression spaces. The internal structure also provides a surface for the dedicated compression space. The internal structure also includes a cavity that is used as a first combustion space during the initial power stroke. The internal structure also has an end that separates the first and second combustion spaces. The combustion pressure applied to the crankshaft piston is applied to a small surface area of ​​the crankshaft piston during the initial power stroke and to a larger surface area of ​​the crankshaft piston during the later power stroke. The combustion pressure applied to the internal structure is applied in the direction of the crankshaft piston during the initial power stroke and in the opposite direction to the camshaft during the later power stroke. The internal structure and the crankshaft piston are adapted to disengage during the power stroke. The movement of the internal structure during the initial power stroke creates a force that drives the compressed fluid into the dedicated compression space.

[0071] In another embodiment, the combustion is configured within a cavity in the internal structure, where the diameter of the cavity is smaller than the inside diameter of the cylinder.

[0072] In another embodiment, decreasing the time required for acceleration allows the power output of the stroke to be achieved using less fuel.

[0073] In another embodiment, the internal structure cavity has an end facing the camshaft and the cylinder head.

[0074] In another embodiment, the ends of the internal structure may create turbulent motion in the combustion fluid to ensure complete combustion.

[0075] In another embodiment, the end of the cavity of the internals is configured to progressively advance the internals within the cylinder, combusting more of the fluid present in the space and requiring less fluid intake.

[0076] In another embodiment, the interface between the internal structure and the crankshaft piston is conical.

[0077] In another embodiment, the force of combustion advances an internal structure, which draws in the fluid.

[0078] In another embodiment, the size of the internal structure and surface of the crankshaft piston are configured to balance the combustion forces and allow separation without mechanical interference during the power stroke.

[0079] In another embodiment, the internal structure is responsive to a force exerting mechanism (also referred to as a force applying mechanism).

[0080] In another embodiment, the force applying mechanism responds to the throttle position via a sensor, such that a force is applied to the internal structure depending on the throttle position.

[0081] In another embodiment, the force applying mechanism is configured to apply a retracting force to the internal structure during the expansion stroke.

[0082] In another embodiment, the force applying mechanism is configured to apply a forward force to the internal structure during the expansion stroke.

[0083] In another embodiment, the force of a turbocharger used to increase fluid compression in the early stages of the power stroke is part of the force application mechanism.

[0084] In another embodiment, the force application mechanism includes an electromagnetic actuator.

[0085] In another embodiment, the force application mechanism includes electromagnetic induction.

[0086] In another embodiment, the force application mechanism comprises a hydraulic system.

[0087] In other embodiments, the engine is slowed down by applying a reversing force to the internal structure.

[0088] In other embodiments, the engine is slowed down by applying a reversing force to the internal structure.

[0089] In another embodiment, a cooling jacket is used to cool the cylinder.

[0090] In another embodiment, the cylinder is cooled by a decompressed fluid inside the cylinder during the later stages of the power stroke.

[0091] In another embodiment, the internal structure advances to decompress the compressed fluid remaining in the combustion space, which has the effect of cooling the cylinder head during the early stages of the power stroke.

[0092] In another embodiment, the internal structure may be advanced to draw out the combustion fluid, thereby minimizing vibrations that occur during the early stages of combustion.

[0093] In another embodiment, there are four strokes, each with two separate compression and combustion spaces.

[0094] In another embodiment, four strokes occur per reciprocating motion of the crankshaft piston.

[0095] In another embodiment, a power stroke is performed on each cycle of a 4-stroke-relative motion-cylinder to reduce friction between the crankshaft piston and the cylinder.

[0096] In another embodiment, the internal structure is movable relative to the cylinder.

[0097] In addition to these, there are other techniques for introducing internal structures into cylinder systems, such as:

[0098] A system that includes a cylinder and its internal space, and also includes a crankshaft and pistons.

[0099] The method of the present invention includes: configuring the internal cylinder structure such that pressure applied to the crankshaft piston is applied to a smaller surface area of ​​the crankshaft piston early in the expansion stroke and to a larger surface area thereafter;

[0100] and by increasing pressure within the cavity of the internal structure, it applies pressure to both the internal structure and the crankshaft piston, which accelerates the internal structure towards the crankshaft during the early stages of the power stroke and away from it during the later stages, due to the change in direction of the force applied to the surface of the internal structure.

[0101] Here, the internal structure has an elongated cylindrical shape so that it can be contained in the internal space, and this cylindrical shape defines a first cavity in the first space and a second cavity in the second space.

[0102] Here, the internal structure comes into contact with fluid that is fed into the space displaced by the movement of the crankshaft piston during the expansion stroke.

[0103] Here, since the internal structure collides with the combustion fluid inside the cylinder, the amount of fluid supplied to the internal structure is less than the sum of the clearance volume and the swept volume.

[0104] In another embodiment, the cylinder is a hydraulic cylinder and the fluid is a hydraulic fluid (also called hydraulic fluid).

[0105] In another embodiment, the cylinder is a combustion cylinder and the fluid is a combustion fluid.

[0106] The accompanying drawings and the following detailed description of the embodiments will make the objects, features and advantages of the present invention more easily understandable. [Brief description of the drawings]

[0107] The embodiments described herein are with reference to the accompanying drawings for purposes of explaining the claims, and are not intended to limit the scope of the claims.

[0108] [Figure 1] FIG. 1 is a schematic diagram of an example engine system including the improved cylinder system disclosed in the present invention.

[0109] [Diagram 2] 2 and 3 show another example of the internal structure of the cylinder disclosed in this invention, where there is a space behind the internal structure of the cylinder. [Diagram 3] Same as above

[0110] [Figure 4] FIG. 4 shows an example of the internal structure of a cylinder disclosed in the present invention.

[0111] [Diagram 5]FIG. 5 is a cross-sectional view of the present invention.

[0112] [Figure 6] FIG. 6 is a schematic diagram of how a crankshaft piston moves during the expansion stroke according to the present disclosure.

[0113] [Figure 7] FIG. 7 shows the crankshaft rod and crankshaft rotation diameter according to the present invention.

[0114] [Figure 8] FIG. 8 is a schematic diagram of a magnetic arrangement for attracting or repelling the internal structure of a cylinder according to the present disclosure.

[0115] [Figure 9] FIG. 9 shows an example of the internal structure and its various edges and surfaces.

[0116] [Figure 10] FIG. 10 shows a method using the internal structure of the cylinder disclosed in the present invention.

[0117] [Figure 11] Figure 11 shows the work output of various systems of the present invention, where more work translates into more torque, horsepower, or less fuel.

[0118] [Figure 12] FIG. 12 is a table comparing displacement values ​​between conventional and inventive relative motion designs.

[0119] [Figure 13] FIG. 13 shows the chemical and exhaust gas test results according to the present invention.

[0120] [Figure 14] 14-17 are graphical illustrations of the various advantages and possibilities of the cylinder internals of the present invention. [Figure 15] Same as above [Figure 16] Same as above [Figure 17] Same as above DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0121] The following details are merely illustrative and are not intended to be limiting in any way to the described embodiment or its uses. As used herein, the meaning of the word "exemplary" or "example" is "serving as an example, illustration, or illustration." An embodiment described herein as an "exemplary" or "example" should not necessarily be construed as preferred or advantageous over other embodiments. All of the following embodiments are provided as examples to enable one skilled in the art to make or use embodiments of the invention, and are not intended to be limiting in any way to the scope of the claims. Furthermore, there is no intention to be bound by any expressed or implied theory set forth in the preceding technical field, background, brief summary, and the following detailed description. It is to be understood that the specific devices and processes illustrated in the accompanying drawings and described in the following specification are exemplary embodiments intended to illustrate the inventive concepts defined in the appended claims. Thus, specific dimensions, physical characteristics, and the like of the embodiments described herein are not intended to be limiting unless expressly stated otherwise in the claims.

[0122] The internal structure of the cylinder is disclosed. Here, we introduce a cylinder system using a mechanical cylinder. This cylinder has an internal space filled with fluid, and has an internal structure including a crankshaft piston that reciprocates in the internal space and a floating piston. This floating piston advances and retreats inside the cylinder in accordance with the reciprocating motion of the crankshaft piston.

[0123] FIG. 1 illustrates an engine system using, by way of example only, a cylinder-based engine 102. In this non-limiting example, the engine 102 may be used to propel vehicles, such as, but not limited to, boats, cars, and aircraft, to power a variety of equipment, such as hydraulic lifts, forklift arms, and backhoe arms for drilling equipment and other industrial machinery. FIG. 1 illustrates a schematic of the engine 102 and its cylinder 104 for accomplishing these functions and producing useful work. The cylinder is an improved version of a conventional cylinder, including its internal structure.

[0124] In one embodiment, the engine 102 is an internal combustion engine (ICE) configured to generate useful work by combusting fuel in cylinders 104. The cylinders 104 may be arranged in any suitable configuration (e.g., I-4, V6, V8, V12) in a linear or circular fashion. Although not shown in FIG. 1, an example of the engine 102 is one that is supported by an electrical system, such as an energy source (i.e., a battery) and / or motors mounted on the wheels. Such a configuration is referred to as a "hybrid" and uses techniques such as recovery braking to recharge the energy.

[0125] The cylinder 104 includes pistons (i.e., first and second pistons within the cylinder) that move in a reciprocating motion caused by the combustion of fuel. In some embodiments, the reciprocating motion of the crankshaft pistons may be converted to rotational motion of a crankshaft that may be transmitted through a transmission to one or more wheels to provide vehicle propulsion. In other embodiments, the reciprocating motion of the crankshaft pistons may be converted to other parts or motions, such as, but not limited to, the articulation of an arm of an industrial vehicle (e.g., a forklift or backhoe). FIG. 1 illustrates power output 108 generated by the engine 102, which may include any other suitable power output, such as the rotational motion, articulation motion, and the like, described above.

[0126] An intake passage is aerobically coupled to the engine 102 to provide an air intake to the engine to mix air and fuel and provide air for combustion in the cylinders. The intake may be via a first and second inlet for each cylinder. The fluid intake air is compressed in the intake space behind the internal structure and is delivered to the combustion space within the internal structure when the internal structure retracts toward the intake passage. Thus, in FIG. 1, the engine 102 is shown receiving an input 106. This input may include a fuel and air mixture, hydraulic fluid, air at atmospheric pressure, or compressed air. Further, the input 106 may include, but is not limited to, gasoline, diesel, nitrous oxide, ethanol, natural gas, or combinations thereof. An intake throttle is located in the intake passage to control the air intake to the engine 102, for example, to control the mass, volume, or pressure of the air. The intake passages may include, but are not limited to, an air intake cooler, a compressor (e.g., in a turbocharger or supercharger), an intake manifold, etc. Each intake valve may control the intake of air to the cylinders 104. A fuel system may also be included to store and supply fuel to the engine 102.

[0127] The exhaust passage is aerobically connected to the engine 102 and provides a path for the products of combustion to be exhausted from the engine. Exhaust gas treatment devices such as, but not limited to, NOx traps, particulate filters, and catalysts may be installed in the exhaust passage. If the engine 102 is turbocharged, a turbine may be installed in the exhaust passage to drive a turbocharger compressor. Each exhaust valve may control the exhaust gases from the cylinders 104.

[0128] The controller 110 is coupled to various components of the engine 102 and operates devices upon receiving inputs from sensors to operate the engine. The controller 110 is referred to as an engine control unit (ECU). For example, the ECU receives inputs such as throttle position, air pressure, transmission operating gear, engine temperature, engine speed, and specific engine speed changes. As will be described below, the controller 110 can also control the movement of the cylinders operating in the interior space of the cylinders 104 according to a cylinder operating cycle.

[0129] The controller 110 may be implemented in any suitable manner. For example, the controller 110 may include a computing device and storage for storing machine language instructions for processing by the computing device. The computing device may be implemented in the form of a controller, processor, system on chip (SOC), etc. The storage may be implemented in the form of read only memory (ROM, e.g., electronically erasable programmable ROM), random access memory (RAM), etc. The controller 110 includes an input / output (I / O) interface for receiving inputs and providing outputs (e.g., control signals for operating components).

[0130] Other configurations of the engine 102 are contemplated. For example, the engine 102 may be configured for a hydraulic machine. Here, the cylinders 104 include respective crankshaft pistons that compress hydraulic fluid through reciprocating motion. In this example, the input 106 may include oil, water, or other fluids to provide hydraulic fluid to the cylinders 104. The output 108 may include mechanical output, such as rotary motion, articulation, actuation, etc. The output 108 may also include hydraulic fluid compressed by the cylinders 104, where the pressure exerted by the cylinders is transferred to other components through the hydraulic fluid. Such hydraulic output may be utilized to generate mechanical output, such as hydraulic lift. When the engine 102 is configured for a hydraulic machine, components may include, but are not limited to, pumps, valves, accumulators, reservoirs, filters, etc. In such an embodiment, the controller 110 may be implemented in combination with the hydraulic cylinders 104, the engine 102, and other circuits that operate on the outputs of sensors (e.g., pressure, valve state, flow rate, etc.).

[0131] To increase the cylinder power while eliminating the tradeoffs for increasing the cylinder power as described above, the cylinder 104 is provided with an internal structure 202 (e.g., a floating piston) that can be moved forward and backward at will into the space inside the cylinder that supplies the operating fluid (e.g., hydraulic fluid or combustion fluid). This figure shows an example of a cylinder internal structure for a combustion cylinder, where the internal structure can be moved forward and backward toward the combustion space or crankshaft piston by an electromagnetic actuator, a hydraulic charger, a turbocharger, etc.

[0132] This figure shows a cylinder 104 having a cylinder internal structure 202, also referred to as an insert rod or secondary piston, which acts as a secondary piston, and a crankshaft piston 204 (e.g., the crankshaft piston 204 is the primary piston) and internal structure 202 partially enclose a combustion chamber.

[0133] The crankshaft piston 204 is connected to a connecting rod, which is connected to another device, such as a crankshaft, to convert the reciprocating motion of the crankshaft piston into the rotational motion of the crankshaft or other motions that can be used to propel the vehicle, operate a generator, drive a pump, or operate some other device. The reciprocating motion of the crankshaft piston 204 is caused by the combustion of an air charge in the internal space 208 of the cylinder 104. This combustion can be partially controlled by an intake valve 210 through an intake camshaft. This intake valve 210 can optionally admit air into the internal space 208. The injected air charge can be ignited by controlling a spark plug or a glow plug. The combustion products are exhausted through an exhaust valve 216, which is driven by an exhaust camshaft. In order to retain heat from the cylinder 104 during the combustion of the intake air and to maintain a desired temperature and to prevent thermal degradation, a cooling jacket is installed on the inner wall of the cylinder. The jacket defines the interior space 208 and the outer wall of the cylinder. A coolant, such as water, antifreeze, etc., circulates through the cooling jacket through a cooling system that may include, for example, a radiator, which radiates the heat of the coolant to the outside. The cooling system may compress some of the engine fluid or reduce the pressure of the fluid in the cylinder near internal structures that are difficult for the cooling jacket to reach.

[0134] As described above, the cylinder 104 includes a cylinder internals 202 that is optionally inserted into the internal space 208 to increase the power and efficiency of the cylinder. The internals 202 are floating pistons that advance toward the internal space 208 with the reciprocating motion of the crankshaft piston 204. In another embodiment, the floating piston Nis inserted into the internal space 208 as the crankshaft piston 204 moves in a downward direction (see FIG. 2). This internal structure may have a fluid accumulation space or compartment near and behind the dedicated intake side for fluid compression (FIG. 2 top 704), and the dedicated fluid compression space is configured to have a four-stroke function performed in two crankshaft piston movements. However, cylinder 104 is inserted into the Do Any suitable cycle may be configured for timing of insertion into the interior space 208. Generally, the internal structure 202 is inserted into the interior space 208 as the crankshaft piston 204 moves downward (see FIG. 2).

[0135] The cylinder 104 may perform a compression stroke (e.g., a two or four stroke cycle) or an exhaust stroke (e.g., a four stroke cycle). Do is , and retracts from the interior space 208 as the crankshaft piston 204 moves downward or upward. And The movement of the crankshaft piston 204 can be coordinated in any manner. N The movement of the pistons 204 may be synchronized to move at substantially the same speed and in the same direction as the movement of the crankshaft pistons 204. 。

[0136] The internal structure 202 can reduce the intake requirements of the cylinder 104 and the internal space 208 can affect the amount of displacement, also called the "combustion volume" or "hydraulic volume", that is used for the combustion or hydraulic process, and is less than the sum of the clearance volume and the swept volume.

[0137] Electromagnets can also be used to attract or repel internal structures in certain devices, as shown in Figure 8. Whatever direction the electromagnet is used in (repulsion or attraction), the opposite (repulsion or attraction) is sufficient for a passive function. Electromagnetic forces can also be used to retract internal structures early in the expansion stroke to slow an engine, vehicle, or throttle. In this embodiment, the internal structure 202 includes a magnet 227 (e.g., a permanent magnet) of FIG. 2 that interacts with a magnetic field generated by an electrical current transmitted through a coil 224, resulting in a solenoid-type electromagnetic expansion and contraction of the internal structure. The magnetic field lines generated by the coil 224 (specifically, the portion below the top end of the coil and above the bottom end of the coil) are aligned along the floating piston. N It becomes parallel to the length of the extension. Floating pistol N To facilitate electromagnetic actuation, an electrical system 226 includes a current source that optionally provides electrical current to the coils 224. The electrical system 226 is coupled to the controller 110, which controls the electrical system to operate the interposer locking mechanism 226 in accordance with the operation of the cylinders 104 described above or based on inputs (e.g., camshaft timing, valve timing, intake and charge variables, other operating conditions, etc.). Do In addition to being able to be positioned arbitrarily, the internal structure 202 can be advanced or retracted. In some embodiments, the controller 110 is the controller 110 of FIG. 1, but may include systems and devices for advancing or retracting the internal structure 202 or for applying pressure to the top of the internal structure 202 (e.g., the intake side of FIG. 2). Such devices and systems of the controller 101 may be hydraulic or turbochargers or electromagnetic actuators that may apply forces to the internal structure 202 and are generally referred to herein as "force applying mechanisms" (also referred to as force applying mechanisms). The coil 224, the electrical system 226, the magnets 227, and the controller 110 constitute what is referred to herein as an "electromagnetic actuator." In some embodiments, the electromagnetic actuator may be considered a solenoid, with the insertion rod acting as a slug through the electromagnetic actuator. It should be understood that the advancing and retracting forces are applied to the body of the internal structure (floating piston) 202, as shown in FIG. 2.

[0138] The cylinder 104 of Figures 2 and 3 may be configured in other ways to increase the cylinder's power output, for example with a conical crankshaft piston and / or internals to match the shape of the combustion wave.

[0139] The inner surface of the crankshaft piston includes indentations and / or protrusions to increase shear stresses during relative movement of the crankshaft piston.

[0140] The coil 224 can be placed in a housing that is insulated and has an insertion lock. D It is smooth to move (low friction) and also fills the gap between the interior space 208 and the housing. The coil 224 is driven by an electrical system 226, which is coupled to the controller 110.

[0141] The internal structure 202 is made up of multiple parts or cylindrical layers. The internal structure can be of various sizes to fit various engine cylinders. For example, but not limited to, the shape of the internal structure 202 can be designed for high torque specifications. Unlike the crankshaft piston, cooling the internal structure is a challenge, but it can be made of highly fire-resistant materials, or it can be hollow and filled with helium or it can be in contact with the cooling jacket of the cylinder. Cooling of the internal structure can be achieved by fluid decompression during the expansion stroke. Furthermore, the contact between the internal structure and the inner wall of the cylinder can be achieved by using bearings in front of and behind the cooling jacket, or by passing compressed air from the compression space to fill the small space between the cylinder and the internal structure, minimizing friction.

[0142] The internal structure 202 and cylinder implementations described herein are presented by way of example and are in no way intended to be limiting. A "cylinder" as used herein is not necessarily limited to a cylindrical shape, but is intended to refer to a mechanical device used to generate useful work and power by the reciprocating motion of a crankshaft piston. Hemispherical or wedge shapes are also contemplated. Cylinder components such as cylinder head elements, valves, etc. can be added, removed, or modified. Additionally, insert configurations are also contemplated. For example, the inserts disclosed herein can be inserted into the cylinder's interior space from any direction, such as bottom, side, or diagonal, in a nonlinear cylinder 104. The cylinder 104 itself is part of an engine with a piston and a floating piston that will follow a circular or curved path during the stroke, and therefore is curved. Additionally, an electromagnetic actuator can be employed to control the floating piston.

[0143] In another implementation, a hybrid solution can be used where the fluid is mechanically pumped but also advanced against the crankshaft piston by the magnetic force of a magnetic actuator. For example, the fluid exerts pressure against the crankshaft piston rod without the use of a hydraulic pump, or, as another example, the second cylinder can be used as a dedicated combustion chamber and act as a hydraulic cylinder pumping compressed air into the compression space of the first cylinder to increase the effective compression ratio and provide additional forward force against the internals during the power stroke. The first cylinder with the internals 202 can use hydraulic fluid between the internals and the crankshaft piston to operate as a hydraulic mechanism.

[0144] Implementation of the cylinder internals described herein may produce various technical effects and advantages. For example, the internals 202 may reduce the required fluid intake, as described as displacement per stroke. In another example, the cylinder internals may allow for longer interval strokes with a similar amount of fluid. Additionally, it may allow for a greater force per square inch to be applied to the crankshaft piston inner surface. In another embodiment, an electromagnetic actuator may be used to advance the internals, thereby maintaining combustion pressure. In another embodiment, the crankshaft piston movement may be stratified at lower pressures. In a hydraulic implementation, a floating piston may reduce the amount of fluid required for the hydraulic intake pump. These technical effects may result in improved vehicle economy.

[0145] The procedures, tasks, and techniques described herein may be repeated at any frequency, interval, cycle, etc. throughout the operation of the cylinder, either continuously or interrupted (e.g., in response to controller input, operator input, etc.).

[0146] internal Space 208 is a floating pistol. AndIt is surrounded by the crankshaft piston 204 and can be adjusted in position before combustion, the combustion space itself can be moved relative to the cylinder, or its shape and size can be changed.

[0147] If a three-pole electromagnetic actuator is used, with the electromagnet (Fig. 2-226) operating only in repulsion or attraction, the electrons will remain on one side, since the poles of the magnetic actuator will never be changed in orientation. By arranging in this way, the strength of the magnetic field applied to the parts of the solenoid can be increased by several hundred times, and the electrical energy expended in moving the electrons between the positive and negative poles will be saved.

[0148] The solution to reduce the pressure inside the cylinder is to use a secondary force from an electromagnet 226 or other power source to create a second piston instead of exhausting the unburned fuel. N To move the crankshaft piston in a direction opposite to (e.g., away from) it.

[0149] The intake path 210 on the compression space side and the combustion space side S In between is the second piste N By placing the intake duct in a closed position and providing higher fluid pressure on the intake side, the intake path will remain cleaner and more reliable over a longer period of time.

[0150] If the internal structure 202 surrounds the combustion chamber and the end 202-2 faces the cylinder head or fluid inlet, it will move forward as part of the initial acceleration as the second piston, and when it receives pressure from the crankshaft side after the two pistons are separated, it can change direction without interfering with the floating piston, stopping during the expansion stroke and slowly starting to reverse direction.

[0151] Please note that "moving toward the crankshaft piston" refers to the position of the crankshaft piston, not the direction of movement of the crankshaft piston.

[0152] Fluid accumulation area behind the inner structure 202 The picture It allows for four strokes with just two crankshaft movements, which means half the engine RPM (revolutions per minute) and less friction. This system saves energy by allowing the engine to manage acceleration and deceleration while reducing pollutant emissions.

[0153] To perform four strokes with two crankshaft movements, fresh air or premixed fluid is injected into the port injection chamber during the compression stroke. To The fuel is fed into the rear of the internal structure 202, which provides a force on the expansion stroke and partially compresses the air (as part of the compression stroke). When the compression stroke begins, this partially compressed fluid is injected into the combustion space as indirect injection. S The fuel moves to the inside space and is compressed further (e.g., fully compressed) through the connecting passage 706 behind the inside space. In another method (direct injection) using a special passage, the fuel is burned with the spark plug. In the room It can be fed directly. The exhaust 216 can be in a variety of locations and configurations. It is important to understand that a "premixed" fluid is a port injected fluid or an indirect injected fluid, and a "premix chamber" is a port chamber.

[0154] When the compression stroke begins and the piston starts to move back, Inside the The partially compressed air moves into the combustion space and is further compressed. This creates a decompression cooling effect on the internal structure, reducing the A The piston then exhausts the fluid towards the exhaust valve 216. As the piston moves, the fuel fluid is injected fully or partially into one of the port injection chambers to mix with fresh air before the exhaust is cleared from the combustion space. When the piston is fully retracted, the combustion space is exhausted. Inside theCompression of the air / fuel mixture is completed at . In the alternative method of direct injection via a special channel, fuel is delivered directly to the combustion chamber with a spark plug, and the fuel is injected into the combustion space rather than into a port injection chamber. The exhaust port 216 may be located elsewhere, but will be aligned with the space between the two pistons as they begin to engage during the compression stroke.

[0155] Figure 2-10 provides further detail.

[0156] 2-10 illustrate various embodiments, components, and features of systems using cylinder internals. For example, cylinder 104 includes an interior space 208, an internal structure 202, and a crankshaft piston 204. The interior space 208 of cylinder 104 is modified by the internal structure 202 such that the combustion pressure applied to the crankshaft piston 204 is applied to a smaller surface area during the early stages of the expansion stroke and a larger surface area during the later stages of the expansion stroke.

[0157] For example, as seen in FIG. 2, a first fluid inlet 210-1, including an air manifold and a one-way valve or the like, allows the supply of air to the compression space at every stroke. The first fluid inlet manifold may be configured for natural intake or may be connected to a turbocharger or supercharger fluid path or reservoir. The second fluid inlet 210-2 may include a fluid manifold and one-way valve or the like to direct compressed fluid to a dedicated inlet within the cylinder in response to a force applying mechanism, an increase in resistance to the crankshaft drive, or a change in throttle position. compression Space 704 or First Combustion Space S This allows the internal pressure of the cylinder to be increased. The fluid path 706 takes in fluid during the reverse stroke. Side Combustion chamber To Move.

[0158] For example, as seen in Figure 6, early in the expansion stroke, a smaller surface 802 is exposed to combustion in the combustion cavity 804. Later in the expansion stroke, a larger surface 806 is exposed to combustion in the combustion cavity 804. This concept applies to all of the embodiments shown in the figures. A partially conical crankshaft piston exposes a larger surface area to the combustion pressure waves compared to a right angle shape.

[0159] For example, a crankshaft piston may have an end that transitions from a thin section 808 to a thick section 810. The thin section is exposed to the combustion pressures earlier and the thick section is exposed to the combustion pressures later, as shown in FIG. 6. The thin section may be inserted into the combustion space or may be located immediately adjacent to the edge of the combustion space. The internal structure shape may be configured to match or approximately match the crankshaft piston.

[0160] The system is configured such that combustion occurs within a cavity 804 within the internal structure 202. This exerts the pressure of the combustion on both the internal structure 202 and the crankshaft piston 204.

[0161] The internal structure 202 includes a cylinder 104 capable of relative motion. The movement of the internal structure 202 is controlled by a force application mechanism 702. The internal structure 202 is capable of redirecting acceleration during the expansion stroke.

[0162] The force applying mechanism 702 can be configured to react to the throttle position via a sensor for the throttle position. For example, the force applied to the internal structure 202 can be dependent on the position of the throttle. The force applying mechanism 702 can apply a retracting force to the internal structure 202 on the expansion stroke or the contraction stroke.

[0163] The force applying mechanism 702 may include an electromagnetic actuator, a hydraulic system, and / or a supercharger. The supercharger may include a turbocharger, a hydrocharger, and a supercharger. The internal structure may be mechanically coupled to the electromagnetic actuator.

[0164] As shown in Figure 7, 300 is the crankshaft, 301 is the crankshaft diameter, and 302 is the crankshaft rod. With relative motion cylinders, more torque can be obtained by supercharging the compressed fluid early in the expansion stroke. Also, the crankshaft rod (302) and crankshaft diameter (301) can be smaller than those used in today's commercial vehicles, which require longer rods for higher torque and larger weights that slow them down.

[0165] The system of the present invention can improve the amount of work per time to increase the compression force during the expansion stroke by using a hydraulic turbocharger as a second force mechanism. This further increases the pressure in the combustion space and further drives the force. Maintaining a positive force in the cylinder can minimize the acceleration time for work, thus eliminating some of the work energy. The pressure of a conventional cylinder is subtracted from the power stroke force, resulting in a waste of energy.

[0166] FIG. 8 shows a first electromagnet 1802 providing a repulsive action (advancing force) during the expansion of the crankshaft piston. A second electromagnet 1804 can provide a retracting force (pulling force) during the retraction of the crankshaft piston. The poles 1802, 1804, and 227 form a three-pole electromagnetic arrangement. In a conventional arrangement, there are only two poles, such as 227 and 1802. In a three-pole configuration, for example, poles 1802 and 227 always move as like poles to form a repulsive force, while poles 1804 and 227 can be configured to perform an attractive force. The three-pole arrangement allows for a higher frequency of motion as well as a higher force output per second since electrons do not need to move between the poles.

[0167] The system can be configured to perform a partial compression stroke by compressing the fluid on the intake side during the compression stroke, which means applying a force to the internal structure 202 through the force application mechanism 702. In this way, two strokes are performed per combustion, performing intake, compression, expansion, and exhaust. The cylinders in relative motion are: compression Space 704 provides compression of the fluid.

[0168] The system captures the internal structure 202. On the side The internal structure 202 is configured to pump fluid to increase pressure in the cylinder and increase acceleration of the engine, to apply a backward force to the internal structure 202 to cause deceleration of the engine, and to apply a forward force to the internal structure 202 to cause acceleration of the engine.

[0169] Fluid path 706, also referred to as the communication path, includes a control valve to separate the timing between stage 1 and stage 2 of fluid management. Stage 1 uses a turbocharger or supercharger to partially compress fresh air during the expansion stroke, accumulating fluid behind the internals (floating piston) to provide a secondary driving force on the piston. Stage 2 transfers partially compressed fresh air or premixed fluid through a communication path with multiple valves and paths to the combustion space within internals 202. S The communication path includes a path to the intake port and a path to the exhaust port.

[0170] The communication path is fitted with a one-way valve that allows some of the compressed fluid to be directed into the combustion space, and can be closed during the expansion stroke and opened later in the expansion stroke to provide positive pressure to the combustion space or to allow the space to be filled with air. S It can be vented clean. The port injection compartment can also expand in size during the expansion stroke.

[0171] The system may also be adapted such that the combustion pressure between the crankshaft piston 204 and the internal structure 202 causes the internal structure 202 to retract away from the crankshaft piston 204 to absorb the combustion pressure.

[0172] The diagram in Figure 9 shows the end 202-1 of the internal structure facing the compression space, the end 202-2 of the internal structure facing the first combustion space, and the end 202-3 of the internal structure facing the second combustion space. 202-4 shows the cuts in the outer surface of the internal structure. This moves the exhaust fluid closer to the inlet side of the cylinder. The end (202-2) advances internal structures within the combustion internal space and hydraulic cylinder during combustion and hydraulic pressure rise, altering Pascal's Law of Position as follows: That is, the floating piston exerts a pressure on the combustion fluid volume and space, which is not calculated in Pascal's law. The power of the stroke depends on the piston face and the distance of the stroke from the crankshaft. Pascal's law for time calculates an additional power, which is added to Pascal's law for position, which is proportional to the amount of combustion or hydraulic power displaced by the advance of the internals.

[0173] Also as shown in FIG. 9, the difference between surfaces 202-3 and 202-2 causes the internal structures to accelerate during the early stages of the expansion stroke, and decelerate and contract during the later stages.

[0174] As shown in Figure 10, combustion begins within the boundaries of the piston and cylinder working parts of the internals at 1902, advancing both parts into the cylinder's internal space at 1904 until the cylinder internals turn around and come to a complete stop during the expansion stroke. At 1906, compression of the fluid begins in the dedicated space during the early stages of the expansion stroke. At 1908, the cylinder internals are further advanced or retracted by applying a force from a secondary device such as an electromagnetic actuator, hydraulic system, turbocharger, etc. At 1910, the compressed fluid moves into the combustion space later in the expansion stroke, and is exhausted to clean the first combustion space and provide a cooling effect to the internals due to the reduced pressure of the fluid. At 1912, exhaust occurs early in the reverse stroke before the internals and floating piston begin to engage. At 1914, when the internals and crankshaft piston are fully retracted and the fluid is compressed, the inlet valve closes and most of the compressed fluid remains in the first combustion space in the internals and some remains in the communication channel. This part is reduced pressure at the start of the next stroke and provides a cooling effect to the internals.

[0175] Figure 11 shows the amount of work measured in Joules.

[0176] For example, where 50 mg of fuel provides about 150 joules of work in a conventional cylinder, simulation tests using the system of the present invention have provided about 400 joules. In one test, with 25 mg of fuel provided for combustion and 25 mg calculated as the energy source to drive the turbocharger pump, the work output rose to nearly 800 joules. Some energy studies claim that only 20% of the thermal energy is used to run a car with a conventional engine. Our simulation results show that the use of the system of the present invention can optimize the use of fossil fuels. The improvement in work can also be theoretically evaluated by the following formula used in textbooks (performance improvement is proportional to the pressure rise in the cylinder and inversely proportional to the displacement). Pressure tests such as those in Figure 17 show that the system of the present invention achieves a pressure rise of over 200%, with the floating piston competing for space with the combustion fluid at about 50% of the swept volume. This performance improvement can theoretically be said to be 400% better than a conventional cylinder.

[0177] The best results from the tests related to port fuel injection are shown in Figure 12. The simulation test revealed 0% HC and almost 0% CO and NO in the exhaust.

[0178] Figure 13 shows that the system of the present invention produced less hydrocarbon residue in the exhaust. For a given configuration, simulation tests revealed that HC emissions were zero upon completing the power stroke.

[0179] Figure 14 shows the mechanical work evaluation graph when using direct injection. It can be seen that the new design D3 produces a larger area under the work vs. time graph than the normal cylinder. This is a 200% improvement in work energy efficiency per area. The conventional design D1-T3 produces a larger combustion exposed area (Figure 14) in the early stages of the expansion stroke compared to the D3-T2 of the present invention. 6) It can be seen that it is. The conventional system (D1-T3) provides high work energy at the beginning of the expansion stroke, but lower work output later in the power stroke. A larger area under the graph is seen when comparing direct injection to indirect injection in conventional designs, and the system of the present invention shows an even larger area under the mechanical work per time graph. In one design embodiment of the present invention, FIG. 14 shows a positive increase in the mechanical work graph at the end of the stroke, as the crankshaft piston moves away from it, the floating piston pressure increases, and the crankshaft piston comes to a complete stop while the floating piston still moves forward slowly.

[0180] FIG. 15 is a graph of the work done when a sudden forward force is applied to the floating piston, and shows that more than 80% of the force used to execute the force is recovered, compared to 25% or less in conventional systems, demonstrating the great potential of the system of the present invention. Another possibility with this system is the ability to add a secondary force during the power stroke, such as turbocharger fluid, through the second inlet. This means that more torque can be achieved without sacrificing engine power, because the higher torque is available through the supercharger or turbocharger when a large resistance force is blocking the engine's drive.

[0181] Figure 16 shows a graph of force vs. distance. This graph shows that the initial force of the cylinder D2-T1 of the present invention is smaller than that of the normal cylinder. Please note from this graph that the energy evaluation between the new design and the conventional design should not be confused. The work energy performance is evaluated based on (force*distance / sec) and may be shown as work vs. time (work / sec).

[0182] Figure 17 shows the pressure vs. distance and pressure vs. time graphs. The tests were performed without a resistive load. It can be seen that the D2-T1 of the present invention has a much larger area under the curve compared to the conventional cylinder D1-T1. During the expansion stroke, the cylinder maintains a higher internal pressure of about 300%, which means higher thermal efficiency, cleaner combustion, and improved NO2 / NOx emissions ratio. When the test was repeated with a resistive load on the crankshaft piston, the area under the graph for the present system D2-T1 (which can be named D2-T3) was higher in the cylinder compared to the conventional cylinder, resulting in more combustion of the fluid. The simulation results also revealed an output of zero HC, zero CO, and nearly zero NO (0.000035).

[0183] The approaches of the present invention include: 1) a hybrid engine approach using two energy sources at the cylinder level; 2) fluid filtration at the cylinder level by increasing the relative internal pressure and decreasing the crankshaft piston speed, converting most of the CO and free hydrocarbon radicals into manageable CO2, N2, and NO2; 3) using the internal structure as a shock absorber to suppress vibrations; 4) energy conservation by using the internal structure as the second theory of Newton-Galilean relativity; and 5) time-dependent energy exchange and conservation.

[0184] The internal geometry reduces the amount of fluid intake required during the expansion stroke. For example, if the crankshaft piston clearance plus swept volume is 10 cubic inches, the relative motion cylinders of the present invention have a vent requirement of approximately 5-6 cubic inches for the first and second combustion spaces.

[0185] Please understand that the advancement of internal structures into the cylinder, especially the combustion cylinder, is intended to control the combustion and hydraulic forces to achieve more torque and horsepower, and to optimize for different conditions. The relative motion cylinder of the present invention significantly improves power output, especially when optimizing for torque and horsepower. This improvement is based on Pascal's law of time. For example, physics studies have shown that friction between the wheels and the road can consume energy during the motion of a vehicle, but this is only a small portion of the energy spent on the motion. Most inefficiencies are in the energy spent on accelerating the crankshaft piston. If we calculate the value of such acceleration per second for one hour of motion, it is half the value of another car of similar weight for the same operating time, and it requires half the fuel to travel the same distance. Regarding the progression of this acceleration time, (E=1 / 2 Mf*g 2 *t) I used the following energy formula, which I will explain below. This formula shows how acceleration time (t) is traded off against work energy calculated in Joules. Here, minimizing the value of (t) from 2 seconds to 1 second changes the energy output from 1 Joule to 2 Joules. This occurs before optimizing for higher torque or horsepower. Minimizing the value of acceleration over time changes the energy output dramatically, while the heat output can be considered fixed per cubic inch of fuel, which is the difference between this invention and prior art engine efficiency solutions.

[0186] The new system achieves one power stroke in a reciprocating cycle, resulting in 15% less friction losses compared to all other reciprocating cycles.Furthermore, other reciprocating cycle power strokes, like conventional engines, have a limit of 6000 RPM for reciprocating cycles, where the problem is engine entrapment and mechanical failure, and the new approach solves this problem by reducing the RPM in half. This means that 6000 RPM is actually reduced to 3000 RPM, achieving approximately 15% more power due to 50% less friction loss, more intake and less mechanical failure. This is before compression losses are taken into account and here again the system helps, as the joules consumed during compression are used to increase the combustion pressure and are regained by applying force to the crankshaft piston during the power stroke.

[0187] The system of the present invention incorporates Pascal's law of time because the passage of time for acceleration is not only a coordinate known from Newton and special relativity, but also serves as a source of energy. In this case, the movement of an object as a function of time can result in the exchange of energy, measured in Joules, with the passage of acceleration in time, so units of work such as the Newton do not adequately define a physical distance when that movement is actually a function of time. It is not sufficient to calculate the physical distance traveled by a crankshaft piston as a function of time, as how many Newtons are required, but instead it is necessary to define a virtual distance traveled at various conditions of pressure and fluid exhaust.

[0188] In the relative motion cylinder solution of the present invention, the internals cavity has an end facing the camshaft side of the cylinder whose surface area (202-2) is smaller than the end facing the crankshaft piston, allowing the internals to accelerate initially towards the crankshaft, and then in the opposite direction later in the expansion stroke. Having ends within the internal structure cavity allows for the creation of secondary turbulent fluid movement in the primary and secondary combustion compartments, which allows for better mixing of the fluid and more complete combustion.

[0189] Additionally, the force application mechanism can be a magnetic force or a turbocharger, which accelerates the internal structure during the expansion stroke and increases the internal pressure of the combustion space, without the need for rapid fuel combustion or increasing the rod or diameter ratio of the crankshaft rod or mechanical gears.

[0190] Turbochargers and superchargers can be used in engines to increase the compression ratio of the pre-combustion fluid. In the system of the present invention, the turbocharger or supercharger is used as part of the force application mechanism to control the engine acceleration by advancing the internal structure or minimizing the pressure in the combustion space to slow down the engine. The turbocharger of the present invention can also be used as the force application mechanism connected to the cylinder of a wind turbine. Currently, due to the inconsistency of the wind speed, the rotation speed of the wind turbine is not stable, and there is a problem in connecting the wind turbine to the electric motor, which is solved by installing expensive braking equipment or by placing a pressure accumulator between the wind turbine and the generator, but these pressure accumulators support more than half of the wind power generation. In the relative motion cylinders of the present invention, the wind turbine can be driven by one or more hydraulic turbocharger pumps, where the working fluid is driven towards one or more cylinders, and in the case of high wind speeds, the force application mechanism can supply fluid to more cylinders to achieve a stable rotation speed for generating electricity.

[0191] Figures 11 to 17 show the test results using ANSYS analysis. And (4) the same initial parameters for the combustion conditions in an inch-bore cylinder are: Mass flow injection = 0.05 kg / s; Injection time = 0.001 sec; Injection pressure = 17405 PSI; Fuel temperature = 300 K; Amount of fuel injected = 50 mg; Nozzle diameter = 1 mm; Approximate engine speed = 4000 RPM. Compressed air initial parameters: initialvolume=4.81in^3; Air pressure = 500 PSI; Air temperature = 830 K; Mass concentration of N2 = 0.7675 Mass concentration of O2 = 0.2325 Resistance Pressure = 20 PSI (1074N resistance at crankshaft piston)

[0192] As shown in the full graphs of Figures 11-17, elimination of hydrocarbons can be achieved with the relative motion cylinder. The H12C23 test showed a 500% reduction in hydrocarbons, from 6.59% to 0.67% mass fraction at equivalent direct injection parameters at 18:1 compression. At 10:1 compression (premixed and turbocharged), the hydrocarbons were eliminated with 0.000000 ppm detected in the exhaust gas. With just the premixed version of the present invention (with turbocharger), the black exhaust gas was reduced to 0.00024%, which is 1000% less than the direct injection system. Premixing can be used partially with the relative motion cylinder and CO2 emissions can also be controlled, but with conventional cylinders, premixing produces CO2 emissions at levels that are banned everywhere.

[0193] The reduction in uncontrollable CO and NO emissions was proportional to the increase in internal pressure in the first combustion space, but by mixing fuel and air earlier, CO was eliminated and zero power could be achieved. NO was reduced to 35 ppm compared to 11,000 ppm in a conventional cylinder.

[0194] The internal pressure of the relative moving cylinders increases with higher drive due to turbocharger forces and early injection or premixing.

[0195] The cylinders in relative motion introduce the concept of a negative mass (the mass of the burning fluid, displaced by the floating piston) moving a positive distance (the power strike) as a function of time. Mathematically, in Newtonian terms, this means generating energy rather than consuming it by minimizing the time it takes to accelerate the motion. To do this, we use complex numbers to work with negative values ​​of mass. Potential energy is not measured in actual numbers, but rather assumes a volume coordinate of the Cartesian acceleration vector.

[0196] Negative mass in the present approach is expressed as the volume of combustion fluid that is evacuated by internal structures and reduced in volume to be less than the swept volume created by the crankshaft piston movement. This volume is calculated as follows (negative mass = crankshaft piston surface multiplied by stroke distance minus available combustion space):

[0197] The energy difference between these power strokes is, in this internal configuration, a function of time. This time becomes a direct variable in the energy output equation. Here we change the values ​​of physical distance to short imaginary distances and calculate in seconds instead of meters. The calculation is: Work Energy = 1 / 2 Mass Force * Acceleration Squared * T(W = 1 / 2 Mf * g 2 *t). where (t) is the elapsed time for the subject to accelerate to the average speed.

[0198] Since various modifications and variations of the embodiments of the present invention described herein are possible, the foregoing description and illustrations have been presented by way of example only and are not intended to be limiting, and the scope of the claims should therefore be determined by the appended claims and their legal equivalents. [Explanation of symbols]

[0199] 101: Control device 102: Engine / Cylinder-based engine 104: Cylinder 106: Input 108: Output 110: Control device 1802,1804,227: pole 1802: First electromagnet 1804: Second electromagnet 1902: Combustion begins within the boundaries of the moving parts between the piston and cylinder of the internal structure. 1904: Move both parts forward into the cylinder's internal space. 1906: Compression of the fluid begins in a dedicated space early in the power stroke. 1908: Applying force from a secondary device such as an electromagnetic actuator, hydraulic system, or turbocharger can move the cylinder internals further forward or backward. 1910: The compressed fluid moves into the combustion chamber at the later stage of the power stroke, exhausting it to clean the first combustion chamber and providing a cooling effect to the internal structure due to the reduced pressure of the fluid. 1912: Exhaust occurs early in the reverse stroke before the internals begin to engage with the floating piston. 1914: When the internal structure and crankshaft piston are fully retracted and the compression of the fluid is completed, the intake valve closes and most of the compressed fluid remains in the first combustion chamber in the internal structure and some remains in the communication channel. 202: Floating piston 202: Insertion rod 202: Internal structure 202-2: End of the internal structure facing the first combustion space 202-2: Edge 202-3: End of the internal structure facing the second combustion space 202-4: Incision on outer surface of internal structure 204: Crankshaft piston 208: Internal space 208: Burning Space 210: Uptake pathway 210: Intake valve 210-1: First fluid inlet 210-2: No. 2 fluid inlet 216: Exhaust port 216: Exhaust valve 224: Coil 226: Electrical Systems 226: Electromagnet 227: Magnet 300: Crankshaft 301: Crankshaft diameter 302: Crankshaft rod 702: Force application mechanism (also called force applying mechanism) 704: Space 704: Fluid accumulation compartment 704: A dedicated space or small compartment for storing fluids 704: Port injection chamber 704: Space 704: Intake port 704: Burning Space 706: Fluid Path 706: Contact route 802: Surface 804:Area 804: First Combustion Space 804: Combustion cavity 804: Burning Space 804: Combustion chamber 804: Combustion chamber 806: Surface 808: Thin part 810: Thick part

Claims

1. A method of introducing an internal structure (202) into a cylinder system, comprising: The system includes a cylinder (104) having an interior space (208), a cooling jacket, a number of bearings, and a crankshaft piston (204); The method includes: the internal space (208) of the cylinder (104) is altered by the internal structure (202), where combustion pressure applied to the crankshaft piston (204) is applied to a smaller surface area (802) of the crankshaft piston (204) during an early stage of the expansion stroke and is applied to a larger surface area (806) of the crankshaft piston (204) during a later stage of the expansion stroke; increasing pressure in a cavity (804) of the internal structure (202) to apply pressure to both the internal structure (202) and the crankshaft piston (204) and redirect the net force applied to a surface of the internal structure (202) such that the internal structure (202) accelerates toward the crankshaft piston (204) during an early phase of a power stroke and accelerates in the opposite direction during a later phase of the power stroke; the internal structure (202) includes an end (202-1) facing a dedicated compression space (704), an end (202-2) facing a first combustion space, and an end (202-3) facing a second combustion space; an end (202-2) facing the first combustion space separating the first combustion space from the second combustion space; the internal structure (202) has an elongated cylindrical shape adapted to be received in the internal space (208), the cylindrical shape defining a first cavity in the first space and a second cavity in the second space; the internal structure (202) competes for volume with fluid to fill the volume displaced by movement of the crankshaft piston (204) during the expansion stroke; With the internal structure (202) in place, the actual fluid volume during each power stroke is smaller than the normal volume calculated as the sum of the clearance volume and the swept volume; The plurality of bearings are disposed between the internal structure (202) and an inner surface of the cylinder (104), and are disposed before and after the cooling jacket.

2. 1. A mechanical engine cylinder comprising: a mechanical cylinder including a cooling jacket, a plurality of bearings, a cylinder having an internal space into which a fluid is introduced, and a crankshaft piston configured to reciprocate within the internal space; an internal structure (202) including a floating piston, the internal structure (202) variably advancing within and retracting from the internal space (208) of the cylinder (104) in accordance with the reciprocating motion of the crankshaft piston (204); said internal structure (202) having a first combustion space within its cavity (804) during the initial phase of the power stroke; the internal structure (202) includes an end (202-1) facing a dedicated compression space (704), an end (202-2) facing the first combustion space, and an end (202-3) facing a second combustion space; an end (202-2) facing the first combustion space separating the first combustion space from the second combustion space; the combustion pressure applied to the crankshaft piston (204) is applied to a smaller surface area (802) of the crankshaft piston (204) during the early stages of the expansion stroke and is applied to a larger surface area (806) of the crankshaft piston (204) during the later stages of the expansion stroke; combustion pressure applied to the internal structure (202) exerts a net force on the internal structure (202) in the direction of the crankshaft piston (204) during the early stages of the expansion stroke and in the opposite direction during the later stages of the expansion stroke; a surface of the internal structure (202) and a surface of the crankshaft piston (204) are sized to disengage from engagement between the internal structure (202) and the crankshaft piston (204) during the expansion stroke; Four strokes - intake, compression, combustion and exhaust - occur within two reciprocating crankshaft cycles. the compressed fluid is contained within the first combustion space of the internal structure (202); A mechanical engine cylinder, wherein the bearings are disposed between the internal structure (202) and an inner surface of the cylinder (104) and are disposed before and after the cooling jacket.

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