A closed-circuit pneumatic engine

Abstract

A closed-circuit pneumatic engine that eliminates the need for conventional fuels, operating solely on compressed air. The system includes a camshaft, custom valves, enhanced pistons, a crankshaft, and a compressor pump, functioning within a closed air loop. This eco-friendly engine is suitable for vehicles, generators, and industrial equipment, offering zero emissions, cost efficiency, and extended operational lifespan.

Description

[0001] A CLOSED-CIRCUIT PNEUMATIC ENGINE

[0002] TECHNICAL FIELD OF THE INVENTION

[0003] The present invention relates to pneumatic engines, specifically to a closed-circuit compressed air pneumatic engine that eliminates the need for conventional fuel. This invention introduces an efficient and environmentally sustainable engine system applicable to transportation, energy generation, and various industrial uses.

[0004] BACKGROUND OF THE INVENTION

[0005] The dependence on fossil fuels has resulted in environmental degradation and increased operational costs globally. Internal combustion engines, which dominate the transportation and energy sectors, contribute significantly to greenhouse gas emissions and climate change. The rising costs of petroleum and its derivatives further burden economies, necessitating a shift towards cleaner, more sustainable energy solutions.

[0006] While electric and alternative fuel engines have emerged, they face challenges such as infrastructure demands, limited range, and high costs. A practical solution that eliminates reliance on conventional fuels, while ensuring efficiency and longevity, remains a critical need.

[0007] Hence, compressed air as a fuel alternative is being sought as it is relatively unlimited in nature. An engine system from compressed air is already a well-known art, however none of the prior art cited used it in a closed-loop system and has utilized the capabilities it can offer.

[0008] WO2023217413 involves an engine with a cylinder supplied with compressed air, a piston, and a cylinder head that includes an exhaust pipe and valve. The engine's volume is divided into an integrated active chamber and an expansion chamber, with torque and speed controlled by the exhaust valve's operation. However, it does not specify a closed-loop system for air recirculation. Another prior art cited, WO2023224660, involves an engine that operates on compressed air and includes pressurized air tanks, motors, and a transmission system. While it utilizes compressed air for operation, it does not feature a closed-loop pneumatic circuit for continuous air recycling.

[0009] However, one prior art was cited wherein it discloses an engine capable of operating on compressed air, including pressurized air tanks and motors designed to receive and exhaust compressed air. However, while it utilizes compressed air, the application does not specify a closed-loop recycling system.

[0010] The current invention then introduces a more efficient and environmentally sustainable engine system with the use of an air pressure only through a closed-circuit wherein the engine operates solely on air pressure, utilizing a closed pneumatic circuit system to efficiently convert compressed air into mechanical movement. The engine is designed to retain and utilize the entire volume of air within the system, ensuring that it remains under controlled pressure throughout the operational cycle.

[0011] The engine comprises a series of components that work in tandem to achieve maximum precision in the distribution of air pressure to the pistons. The system ensures that the pressure within the engine is consistently managed, and once the air pressure has been utilized to drive the pistons, it is expelled from the engine after being converted into mechanical movement.

[0012] Once expelled, the released air is routed back into the pneumatic circuit, where it is compressed again using a pressure pump (compressor). This compressed air is stored in a pressure tank, ready for reuse in subsequent engine cycles. The compressor is specifically designed for this process, ensuring efficient compression and optimal performance during each engine stroke.

[0013] The engine operates in a two-stroke cycle, with each stroke corresponding to a new intake of compressed air. By maintaining a constant pressure level inside the compressed air tank, the engine ensures a steady and continuous supply of energy, preserving the required air pressure for reliable operation. This system allows for the efficient and sustainable operation of the engine without the need for external fuel sources, relying solely on the energy provided by compressed air.

[0014] The technical feature of this invention lies in the continuous recycling of compressed air within the closed pneumatic circuit, ensuring that the pressure remains at a level sufficient to power the engine, while maintaining the power output and overall performance without excessive loss of air.

[0015] SUMMARY OF THE INVENTION

[0016] This invention discloses a closed-circuit pneumatic engine that operates solely on compressed air. The system recycles air within a closed circuit, eliminating emissions and negating the need for external refueling. Key components include an air tank, air valves, novel crankshaft for precise air distribution, durable pistons, and a compressor pump for re-pressurizing used air.

[0017] The engine provides:

[0018] • Zero-emission functionality.

[0019] • Applicability across diverse use cases, such as vehicles, industrial equipment, and energy generators.

[0020] • Cost-efficiency in manufacturing, maintenance, and operation.

[0021] • Prolonged lifespan due to reduced thermal stress and wear.

[0022] DETAILED DESCRIPTION OF THE DRAWINGS

[0023] The present invention is illustrated by means of the following schematic illustrations but are not intended to limit the scope of the claimed invention, in which:

[0024] Figure 1. A camshaft showing the distribution of the Air Intake and Exhaust Valve to each Piston Cylinder.

[0025] Figure 2. Showing the new engine valve designed to reduce energy losses and enhance torque Figure 3-a, 3-b, & 3-c. A Closed-Circuit Pneumatic Engine, comprising the system of the invention. Figure 4. The engine piston cylinder designed with a flat head, smooth on top design, and is incorporated with non-metallic seals, minimizing air leakage.

[0026] Figure 5. A novel crankshaft configuration designed to coordinate piston motion and can accommodate several engine configurations.

[0027] Figure 5-a. A crankshaft illustrating a 4-piston cylinder configuration in another embodiment.

[0028] Figure 5-b. A crankshaft illustrating a sample of a 12-piston cylinder configuration in another embodiment.

[0029] Figure 6. Pump blades, (a) blade installed in the large pump, (b) blade installed in the small pump Figure 7. Showing the principle of Pneumatic engine operated by a compressed air, illustrating the air intake and distribution passages, air discharge, and energy source from the engine to the pump and an external engine output e.g. generators, cars, etc.

[0030] DETAILED DESCRIPTION OF THE INVENTION

[0031] Engine Main Components and Functionality

[0032] Camshaft

[0033] A camshaft designed for two-stroke operation, comprising multiple cams, each responsible for managing the intake and expulsion of compressed air in a 4-cylinder engine.

[0034] The camshaft includes eight cams, distributed to serve paired pistons, in this case the engine consisting of 4 pistons or 4 cylinders.

[0035] In each piston, there are 2 cams working on 2 valves; one for air entry and is called the compression stroke and the other is for air exit, this is for the second stroke (also called as the expulsion stroke). The camshaft is divided by valves to distribute the air to each of the two pistons together as shown in Figure 1.

[0036] a. Camshaft responsible for air exhaust

[0037] This camshaft controls the movement of the exhaust air valves from the pressure chambers. It is equipped with one cam for each piston and controls one valve for each chamber in which the piston moves. The air is expelled from the chamber by the action of the camshaft at a very precise and specific time to ensure that the chamber is fully emptied of compressed air. This allows the adjacent camshaft to perform the same function with its corresponding chamber at the designated time.

[0038] b. Camshaft responsible for air intake

[0039] This camshaft is responsible for distributing compressed air to the pistons by pressing on valves that control the opening and closing of the air intake path from the cylinder head to the pressure chamber. The camshaft consists of a number of cams equal to the number of pistons, with each cam positioned in front of a chamber or piston. Each cam is responsible for pressing the intake valve through the camshaft, which opens the valve and allows air to enter the pressure chamber. This action helps to pressurize the piston head and perform the required motion. This process happens with each cam in the camshaft at the appropriate time, allowing compressed air to enter the chamber through its respective valve and press on the piston head at the designated time.

[0040] Valves

[0041] Different valves are installed along the system as a mechanical device used to control the flow of the compressed within the system. The air control switch valve is used to control the flow of the amount of compressed air to be distributed along the system, the engine valves used to distribute air along the piston, and the non-return valves allows the compressed air to flow in one direction and automatically closes when flow reverses. • Engine Valves

[0042] The engine valves shown in Figure 1, comprising of the head, stem, and tip, which are engineered without circular plates, ensuring unobstructed airflow and efficient energy transfer. These engine valves enable rapid response to camshaft movements, reducing energy losses and enhancing torque. There are two valves on each piston, an exhaust or return valve, its function is similar to the conventional engine valve, as found in fuel-powered engines.

[0043] The design of the engine valve is unparalleled in other engines that operate on fuel wherein the valve base is also different in order to suit the nature of the work of the new valve.

[0044] The engine valve is designed without t he circular disc, which is called the valve seat, it was designed with a seal before the end of the stem completely sealing the piston which in turn closes the air entry hole so that the air does not put pressure on this disc or plate, so pressure is applied to the zipper or spring responsible for closing the valve, and air is leaked into the piston during the stroke. Ejection when piston moves upward and here, counter pressure occurs at a different time than specified for it, thus, the engine's power and torque are lost as a result of this opposite pressure.

[0045] Therefore, the new valve does not have this disc or valve plate, and also this valve, when pressed by the camshaft, rises to the top to allow air to enter and pressure on the piston head directly with the advantage of surprise and speed action without colliding with anything else and weakening the impact force of air pressure like regular valves, therefore the custom valve was designed so that it would not be an obstacle to air pressure.

[0046] Different valves along the system:

[0047] a. Air exhaust engine valves

[0048] These valves are responsible for opening and closing the air exhaust passage from the pressure chamber as shown in Figure 3-b (7a, 7b). During the piston's upward movement, the valve opens the air passage to allow the air to exit, enabling the piston to rise without obstruction. When the piston moves downward, the valve closes the air passage to prevent air from escaping, allowing the piston (compressor) to receive the energy from the compressed air and convert that pressure energy into motion.

[0049] b. Air intake engine valves

[0050] These valves control the entry of compressed air into the pressure chamber to exert pressure on the pistons and generate motion as shown in Figure 3-b (8a, 8b). When the piston is at its highest point, the valve opens the compressed air passage, which then presses on the piston head and moves the piston from its highest point to the bottom dead center. At this point, the valve closes the intake passage to prevent interference with the piston as it rises back to its highest point. Each intake valve operates in its cycle and at the precise time to prevent reverse pressure at the wrong moment, which could cause the engine to stop functioning.

[0051] c. Non-return Valve

[0052] This is installed in the air passage coming from the compressed air tank to the second chamber of the pump as shown in Figure 3-b (11). It allows air to flow in one direction only when the pressure inside the compressor (pump) rises, preventing it from flowing back in the opposite direction. This helps the pump generate high pressure in the desired direction.

[0053] d. Non-return Valve

[0054] It is installed on the air collection tank after the air has been re-compressed by the pump. The valve allows air to flow in only one direction, from the pressure collection tank to the main tanks as shown in Figure 3-b (23). This occurs after the pressure in the collection tank has increased due to the pump's compression, making it higher than the pressure in the main tanks. The valve permits the air to flow from the collection tank to the main tanks for reuse, maintaining the pressure level within the main tanks.

[0055] e. Air Control Switch

[0056] It is responsible for controlling the operation of the engine by opening or closing the air entering the engine as shown in Figure 3-b (25). The engine's motion depends solely on compressed air, not on anything else.

[0057] Pistons

[0058] Pistons shown in Figure 4, used are designed with flat heads, smooth on top, and non-metallic seals to minimize air leakage as shown in Figure 3-b (4a, 4b, 4c, and 4d). High-friction-resistant materials enhance durability under high-pressure operation, preventing energy loss and prolonging lifespan. The shape of the piston differs in this engine that operates with air pressure in order to be more effective and to preserve the amount of air that is pumped into the piston cylinder and not to leak any part of it so that energy is not lost after a short time as a result of air leaking from the pistons.

[0059] Therefore, the shape of the piston was modified, the piston head became flat at the top, and the metal rings of the piston (springs) were replaced with another material, o-rings, but with specific specifications and sizes in order to withstand friction and temperatures. They were installed on the piston, which was also manufactured in a different shape, and size that matches the shape and size of the seal that is chosen in order to ensure that no part or small amount of air leaks.

[0060] The traditional metallic rings for the pistons have been replaced with seals (oil seals) made from high-quality plastic materials that meet global standards. These materials are designed to withstand friction and the engine's operating temperatures. Notably, the materials used for these seals can endure temperatures up to 300°C, whereas the engine temperature does not exceed 60°C, as there is no combustion or ignition inside the engine.

[0061] The replacement of metallic rings with specially designed and sized seals enhances air sealing and reduces heat generation caused by friction. This is particularly effective in combination with an oil cooling system for the pistons, which helps maintain the seals' performance during operation and ensures a longer, more reliable lifespan.

[0062] Crankshaft

[0063] The present invention relates to a crankshaft configuration shown in Figure 4, designed to coordinate piston motion in a two-stroke engine cycle, accommodating engine configurations with 4 to 20 cylinders as shown in Figure 5-a and Figure 5-b to ensure balanced and efficient energy transfer. The invention specifically pertains to a crankshaft divided into multiple centers for connecting rods, enabling the installation of pistons in an alternating arrangement as shown in Figure 5.

[0064] For engines with more than four cylinders, the crankshaft is divided into multiple connecting rod attachment points, referred to as crank centers. These centers are configured such that pistons alternate between an uppermost position (top dead center) and a lowermost position (bottom dead center).

[0065] In another embodiment, in a 6-cylinder engine, the crankshaft includes three centers positioned at the highest points and three centers at the lowest points, arranged sequentially: one piston at the top and the next at the bottom, continuing in this alternating manner. This arrangement is scalable for crankshafts supporting more than six cylinders. For example, a crankshaft with 20 centers will have 10 centers positioned at the uppermost points and the other 10 centers at the lowermost points, maintaining an alternating sequence of piston placement (e.g., No. 1 at the top, No. 2 at the bottom, No. 3 at the top, No. 4 at the bottom, and so on).

[0066] The described configuration is integral to the operation of two-stroke engines, where the mechanical cycle is completed in two strokes of the piston. For crankshafts with six or more cylinders, the configuration requires modifications to the flywheel axes, which serve as mounting points for the connecting rods. These axes are arranged alternately, with one axis positioned upward and the next downward, to facilitate the alternating piston motion.

[0067] By ensuring that half of the pistons are positioned at the uppermost point and the other half at the lowermost point during operation, the crankshaft achieves balanced motion and efficient energy transfer, contributing to the overall functionality and performance of the two-stroke mechanical cycle.

[0068]

[0069] The pump (compressor) is the beating heart of the engine and also the closed-circuit system.

[0070] Two distinct models of pumps are disclosed: one designed for large engines (e.g., 8-cylinder and above) and another optimized for smaller engines (up to 6 cylinders). Each model is uniquely configured to accommodate the specific operational requirements of the corresponding engine type.

[0071] The engine features two compressor pump designs:

[0072] 1. Large Pump for engines with six or more cylinders, utilizing multiple chambers for air compression.

[0073] The large pump is a gear-based compressor comprising three primary chambers, each with dedicated inlets and outlets. The design ensures compatibility with the engine's displacement and operational parameters. The key features are as follows:

[0074] a. Chamber Configuration

[0075] i. First and Third Chambers:

[0076] o These chambers are dimensioned to match the engine's displacement volume.

[0077] o The volume is determined based on the dimensions of the internal gears, including:

[0078] ■ Gear diameter

[0079] ■ Length of gear teeth

[0080] ■ Depth of gear teeth

[0081] ■ Height of gear teeth

[0082] ii. Second Chamber (Middle Chamber):

[0083] o This chamber operates independently of the specifications of the first and third chambers.

[0084] o It does not interact directly with the air expelled from the engine. b. Operating Principle

[0085] The large pump utilizes three energy sources to compress air and recharge the compressed air tank. The operation involves the following steps:

[0086] i. Exhaust Air Utilization:

[0087] o Air expelled from the engine, initially compressed to 10 bar, exits the engine at a reduced pressure of 4 bar due to piston action during the downward stroke.

[0088] o This 4-bar exhaust air from the air tank as shown in Figure 3-a (18) is redirected to operate the pump, serving as the first energy source to operate the two chambers of the pump as shown in Figure 3-a (15 and 17).

[0089] ii. Engine-Driven Power Transfer:

[0090] o The engine generates torque, speed, and horsepower, which are transferred to the pump via a linkage or belt.

[0091] o This secondary energy source partially utilizes the engine's power to maintain the pump's operation.

[0092] iii. Main Pressure Tank Feedback:

[0093] o High-pressure air (10 bar) from the main compressed air tank is fed into the middle chamber of the pump as shown in Figure 3-b (16) operated by a valve as shown in Figure 3-b (11).

[0094] o This action follows Newton's third law, leveraging the reaction force to enhance pump operation.

[0095] By combining these three energy sources (10-bar pressure from the tank, 4-bar exhaust air, and engine-driven movement), the pump achieves a pressure output exceeding that of the main pressure tank, ensuring efficient air compression and circulation within the closed circuit.

[0096] 2. Small Pump for compact engines, employing dual cylinders with opposing rotary blades for efficient air compression.

[0097] The smaller pump is designed to handle the air expelled from smaller engines with high efficiency, regardless of air volume or speed. Its design features include:

[0098] a. Construction

[0099] i. Cylinder Configuration:

[0100] o Comprises two cylinders, each equipped with sharp blades angled at 30 degrees relative to the cylinder base.

[0101] o The blade orientations in the two cylinders are opposite to one another. ii. Dimensional Specifications:

[0102] o The cylinder diameter, depth, and blade count are determined based on the air pressure and volume to be processed. Three Chambers of the Pump Functionality

[0103] 1. First Chamber of the Pump This chamber is responsible for receiving half of the air exiting the engine, recompressing it, and expelling it into the pressure storage tank as shown in Figure 3-a (15).

[0104] 2. Second Chamber of the Pump This chamber receives and works with the compressed air directly coming from the compressed air tank as shown in Figure 3-a (16). Its role is to activate the power of the pump, reduce the load on the engine, and create a significant pressure differential for the air to enter the pressure tank again. This pressure differential is created by the combined pressure of the three chambers, with careful calculations taken into account during pump manufacturing, including the gear diameter, the number of teeth on each gear, the depth of the gear teeth, gear length, and pump displacement size, which should match the engine's displacement per minute. Additionally, the speed and number of pump revolutions per minute and the amount of oil mixed inside the pump with the air must be calculated.

[0105] For the closed circuit to work, the displacement volume of the pump should equal the displacement volume of the engine after accounting for the speed difference between the engine and the pump. By ensuring these calculations are correct, the pump and the closed circuit will work successfully. The pump draws power and force from three sources:

[0106] a. The power transmission belt from the crankshaft to the pump

[0107] b. The compressed air pressure from the engine

[0108] c. The compressed air pressure from the main pressure tank directly to the second chamber 3. Third Chamber This chamber is responsible for receiving the remaining half of the air exiting from the engine and re-compressing it again before expelling it into the pressure collection tank as shown in Figure 3-a (17).

[0109] Sample Calculation for Ensuring Pressure Differential in the Closed-Circuit System

[0110] A sample calculation process to ensure a significant pressure differential when recompressing the air back into the main pressure tank as explained below:

[0111] a. The main pressure tank has a 10-bar air pressure in both tanks combined. Here, the engine is powered directly from the pressure tank with a pressure of 10 bars. The pump is also powered directly from the tank with a pressure of 10 bars. So, here, the engine power = the pump power resulting from the 10-bar pressure in the second chamber of the pump. This is the primary source of energy and power for the pump.

[0112] b. The force of the air coming out of the engine, after converting the air pressure into mechanical movement as a result of the pistons pushing the air out, generates a pressure force of 3 bars for the first and third chambers of the pump combined on a single shaft of the pump. Therefore, the result is an additional 3 bars of pressure for the pump. c. The power from the motion transmission belt from the crankshaft to the pump, which represents 10% to 15% of the engine's total power. So, the total is: 10 bars + 3 bars + 15% of the engine's power, resulting in a pump pressure force greater than the main pressure tank. This ensures the success of the repressurization and the success of the closed circuit.

[0113] To calculate the pressure differential achieved by the pump when recompressing air back into the main pressure tank, we will consider the contributing factors described:

[0114] Known Parameters:

[0115] 1. Pressure frasss th® mA task (Pnmsry St ce: J'XxsA ™ 18 bare

[0116] 2. A idities ^resssare from exhaust ai? {Seco^ary Source):

[0117]

[0118] S. Pmw £>9fstsibeiiiar? from the aRc n® via belt trawsKMSsioa {fetiary Sears:®}:

[0119]

[0120] Formula for Total Pressure Force Generated by the Pump:

[0121]

[0122] Sample Calculation No. 1

[0123]

[0124] Conclusion:

[0125] The total pressure force generated by the pump is 19.25 bars, which exceeds the main pressure tank's 10-bar pressure. This ensures a significant pressure differential, facilitating successful recompression of air into the tank and maintaining the operation of the closed circuit.

[0126] This calculation confirms that the system design provides adequate pressure for recompression and ensures the functionality of the closed pneumatic circuit.

[0127] Compressor Pump Operating Principle

[0128] The compressor pump operating principle shown in Figure 7, illustrating the air intake and distribution passages, air discharge, and energy source from the engine to the pump and an external engine output i.e. generators, cars, etc.

[0129] I. Air Intake and Distribution:

[0130] o Air enters through a passage within the main crankshaft, which transmits motion to all pump components.

[0131] o The air is distributed between the blades of the first and second cylinders via passages.

[0132] II. Compression Mechanism:

[0133] o The two cylinders rotate in opposite directions, compressing air between the blades as they converge.

[0134] o The air is compressed from the widest to the narrowest point of blade interaction, akin to a scissor-like motion.

[0135] III. Air Discharge:

[0136] o The compressed air exits through passages within the crankshaft, directing it back to the main compressed air tank to maintain system pressure. IV. Energy Source:

[0137] o The pump derives its motion from the engine, ensuring high pressure with minimal load on the engine.

[0138] o This configuration is optimized for engines up to 6 cylinders.

[0139] Compressor Pump Cooling System

[0140] Both the large and small pumps use a lightweight oil for cooling. The oil is separated from the compressed air at the base of the air tank, ensuring efficient operation and reduced wear.

[0141] The described pump designs provide critical functionality for the closed-circuit pneumatic engine, enabling effective air compression and circulation without reliance on conventional fuels.

[0142] Technical description of other components

[0143] Air Tanks

[0144] a. Air tank as Initial Feed

[0145] This refers to the air tanks, which are two tanks where air is compressed, and the pressure level is set based on the size and power of the motor being manufactured and its intended function. The size and capacity of the tanks are selected according to the pressure they receive and the method of air distribution from the tanks. The two tanks are interconnected, as shown in Figure 3-b (1), to equalize the pressure level between them. For pressure distribution, one tank compresses the energy of the compressed air into the engine, while the other receives the return air from the pump after recompression. It also compresses the air into the pump's second chamber.

[0146] b. Air tank for collection of air exhaust from engine

[0147] This tank is responsible for collecting the air coming from the engine and distributing it to the first and third chambers of the pump (compressor) as shown in Figure 3-b (18) for reactivation and compression c. Air tank as storage of produced air from compressor pump

[0148] This tank is responsible for collecting all the air coming from the pump after being re-compressed, until the pressure in this tank exceeds the pressure level in the main tanks as shown in Figure 3-b (19). This allows the air to enter the main tanks, be recycled, and used again.

[0149] Outer Engine Body

[0150] The outer body of the engine houses all the internal components and parts responsible for converting the energy of compressed air into motion as shown in Figure 3-a (2).

[0151] Cylinder Head Exterior

[0152] The exterior of the cylinder head is responsible for receiving the compressed air coming from the pressure tank and also for expelling the air from the pressure chambers inside the engine as shown in Figure 3-a (10). This process occurs through a system within the cylinder head, consisting of two camshafts and valves to open and close the air passages. These passages are formed within the cylinder head, controlling the intake of air through specific passages and the exhaust of air through other passages, facilitating the distribution and regulation of air intake and exhaust. Outer Body of the Pump (Compressor)

[0153] This represents the outer structure of the pump and contains three internal chambers with six air intake and exhaust ports as shown in Figure 3-a (14). Three of these are for air intake: two to receive air from the engine and the third (or the third hole) for receiving compressed air from the tank. As for the exhausts, there are three exits: two for the air coming from the engine after being recompressed, and the third for the compressed air coming from the pressure tank.

[0154] Belts

[0155] 1. Timing Belt

[0156] The timing belt is responsible for transferring motion from the crankshaft to the camshafts and synchronizing the movement between them as shown in Figure 3-a (9). It ensures the consistent motion and maintains the two-stroke mechanical cycle between the crankshaft and the camshafts, preventing any discrepancies in the mechanical cycle due to differences in the number of rotations between the three shafts (crankshaft and camshafts).

[0157] 2. Power Transmission Belt

[0158] This is responsible for transferring motion from the crankshaft to the pump and controlling the speed difference between the crankshaft and the pump by adjusting the size and diameter of the pulleys (drums) on which the belt is installed as shown in Figure 3-a (13).

[0159] Air Pipes

[0160] 1. Air Pressure Pipe from Main Air Tank to second chamber of the pump

[0161] This pipe is responsible for transferring the compressed air from the main air tank to the second chamber of the pump as shown in Figure 3-a (12).

[0162] 2. Air Passage Pipe from middle chamber of the pump to the pressure collection tank This pipe is responsible for transferring compressed air from the second chamber of the pump to the pressure collection tank after it has been re-compressed inside the pump as shown in Figure 3-a (21).

[0163] 3. Air Passage Pipes from two chambers of the pump to the pressure collection tank These pipes are responsible for transferring compressed air from the first and third chamber of the pump to the pressure collection tank after it has been re-compressed inside the pump as shown in Figure 3-a (20,22).

[0164] 4. Air Pressure Pipe from Air Collection Tank to the main air tank

[0165] This pipe is responsible for transferring air from the pressure collection tank to the main tanks for reuse, maintaining the pressure and quantity within the main tanks as shown in Figure 3-a (24).

[0166] 5. Air Pressure Pipe from Main Air Tank to the Cylinder Head

[0167] This pipe is responsible for transferring compressed air to the cylinder head, where it is distributed to the pistons via the camshaft as shown in Figure 3-a (26). How the mechanical circuit works inside the engine

[0168] In the beginning, the air tank is filled and pressurized to the extent that should be used, and this is due to the size and power of the motor that operates at this pressure and on any machine or vehicle it is applied to, and the amount of horsepower and torque for this engine and the nature of its work. All such things are taken into account when determining the pressure level and tank size, and after that, air is allowed to enter the engine so that the camshaft begins distributing the air to the pistons with very high precision and in equal quantities in a two-stroke mechanical circuit. If the engine consists of 4 cylinders, that is, 4 pistons, the camshaft post the air on piston No. 1 and No. 4 together in the first cycle, and in the second cycle it opens air on piston No. 2 and No. 3, and at the same time it closes the air from piston No. 1 and No. 4 and opens to empty the air from them in order to allow it to descend. Piston No. 2 and No. 3 are down, and also in each stroke, and vice versa, with the alternating rise to the maximum point and descent to the lowest point of the pistons every two with each other, and the strokes exchanged between them in each cycle. Here it is noted that the cycle (full turn) in the camshaft equals = one full turn in the crankshaft.

[0169] How to maintain the power level inside the engine

[0170] The present invention includes a method for maintaining stable power levels within the engine through precise control of air pressure and flow in a closed pneumatic circuit. The process involves converting compressed air energy into mechanical movement and subsequently restoring the air pressure for continuous operation.

[0171] Operation of the Engine:

[0172] Compressed air is introduced into the engine and distributed to the cylinders, where it applies pressure to the pistons. This process is executed with high precision via the camshaft mechanism.

[0173] Example for Illustration:

[0174] • Assume each engine cylinder consumes 1 liter of compressed air at a pressure of 10 bars. • The air exerts pressure on the pistons, generating movement, torque, and the required horsepower.

[0175] • During this process, the pressure energy (in bars) is converted into mechanical energy (movement), while the air volume remains constant.

[0176] • After completing the piston strokes, the air exits the engine with reduced pressure, as the pressure energy has been transformed into mechanical movement.

[0177] Pressure Recovery Process:

[0178] The air that has lost its pressure enters the pneumatic circuit, where the system restores and amplifies the pressure using a pump specifically designed for this purpose. The pump operates as follows:

[0179] 1. Pressure Restoration:

[0180] o The pump increases the air pressure to a level higher than the pressure inside the main tank.

[0181] o This elevated pressure enables the pump to open the tank valve and reintroduce the air into the tank for reuse in the engine. 2. Continuous Operation:

[0182] o This cycle of pressure restoration and reuse ensures a stable power level, enabling the engine to operate continuously for extended periods without the need for refilling the pressure tank.

[0183] o Refilling the tank is only required if a leak occurs in the engine or the pneumatic circuit.

[0184] Role of the Pump:

[0185] The pump serves as the core component of this system, functioning as the "beating heart" of the closed pneumatic circuit. It ensures:

[0186] • Reliable pressure recovery.

[0187] • Continuous air circulation.

[0188] • Uninterrupted engine operation without reliance on external fuel or frequent tank refills. This innovative design ensures long-term operational stability and efficiency, forming the foundation of the closed pneumatic engine system.

[0189] Closed-Circuit Compressed Air Pneumatic Engine

[0190] Compressed air from the tank powers the pistons, and the used air is re-pressurized by the compressor and returned to the tank. This ensures consistent power output without external air refills.

[0191] The presented invention, a pneumatic engine operating within a closed circuit, offers the following distinct advantages:

[0192] 1. Environmentally Friendly Operation:

[0193] o The engine operates without any petroleum derivatives or conventional fuels, producing no exhaust gases or smoke.

[0194] o This makes it an eco-friendly solution and the most cost-effective energy generation technology available.

[0195] 2. Versatile Application:

[0196] o The engine is adaptable for use in a wide range of machines, including those operating on land or water.

[0197] o It is also suitable for powering electricity generators and supporting various logistical industries reliant on movement and energy.

[0198] 3. No Cooling Requirement:

[0199] o The engine eliminates the need for water cooling, simplifying its design and operation.

[0200] 4. Continuous Operation:

[0201] o The engine is capable of running continuously for several years without interruption.

[0202] 5. Reduced Oil Replacement Frequency: Engine oil needs replacement only after every 50,000 kilometers, as the oil is not exposed to combustion or ignition within the engine.

[0203] d Engine Life:

[0204] The engine's lifespan significantly exceeds that of fuel-powered engines due to the reduced operating temperatures, avoiding the thermal stresses associated with internal combustion.

[0205] itive Manufacturing Costs:

[0206] The manufacturing cost of the engine is comparable to, or potentially lower than, that of a fuel-powered engine.

[0207] aintenance Costs:

[0208] Over the long term, the maintenance costs are substantially reduced compared to gasoline-powered engines, contributing to economic efficiency.

Claims

CLAIMS1. A Closed-Circuit Pneumatic Engine comprising:A compressed air tank for storing pressurized air;A plurality of pistons within cylinders, each operatively connected to a crankshaft configured to coordinate piston motion in a two-stroke cycle;A camshaft having intake and exhaust cams, wherein:the intake cams facilitate precise distribution of compressed air to the pistons during an intake stroke and the exhaust cams control the expulsion of used air from the cylinders during an exhaust stroke;A custom valve system for air intake and exhaust, wherein each intake valve is a valve positioned between the cylinder head and the pressure chamber of a piston, actuated by the camshaft to open when the piston reaches its top dead center, allowing compressed air to enter and exert force on the piston head, and close to prevent backflow during the return stroke, said intake valve being designed without a circular plate and configured to enable rapid, unobstructed airflow to improve airflow efficiency and eliminate reverse pressure;A compressor pump comprising:-A first chamber configured to compress air expelled from the engine;-A second chamber receiving high-pressure air from the compressed air tank to generate a pressure differential;-A third chamber configured to recompress air and expel it into a pressure collection tank;wherein the engine operates exclusively on compressed air, with pneumatic circuit maintaining a continuous cycle of air compression, distribution, and reuse, thereby eliminating emissions and external refueling.

2. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the crankshaft alternates piston positions between top dead center and bottom dead center, ensuring balanced motion and efficient energy transfer in engines with more than four cylinders.

3. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the compressor pump derives energy from three sources:Compressed air pressure from a compressed air tank configured as a primary source of high-pressure air for operating the engine and hereinafter referred to as the main air tank;Exhaust air pressure from the engine; andMechanical motion transferred from the crankshaft via a belt drive.

4. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the custom valve system includes:Non-return valves to maintain one-directional airflow and prevent pressure loss; Air control valves for regulating air intake and exhaust cycles based on camshaft timing.

5. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the pistons are fitted with non-metallic seals made of high-friction-resistant materials to minimize air leakage and withstand operating temperatures up to 300°C.

6. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the compressor pump comprises:o A multi-chamber configuration for large engines with six or more cylinders;o Dual-cylinder opposing rotary blades for compact engines with fewer than six cylinders.

7. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the camshaft alternates air distribution between paired pistons to maintain synchronized two-stroke operation for balanced torque and motion.

8. The Closed-Circuit Pneumatic Engine according to Claim 6, wherein the compressor pump for large engines is dimensioned to match the engine's displacement volume, with internal gear configurations optimized for efficient air compression.

9. The Closed-Circuit Pneumatic Engine according to Claim 6, wherein the compressor pump for compact engines utilizes rotary blades angled at 30 degrees, ensuring precise compression of air through scissor-like motion between the blades.

10. The Closed-Circuit Pneumatic Engine according to Claim 1, wherein the closed-circuit pneumatic engine comprises:o Air pipes connecting the main tank, engine, and pump to ensure continuous air recycling;o A pressure collection tank for storing recompressed air before it is returned to the main tank.

11. The Closed-Circuit Pneumatic Engine according to Claim 1, further comprising a lightweight oil-based cooling system for the compressor pump to reduce wear and maintain operational efficiency.

12. The Closed-Circuit Pneumatic Engine according to Claim 1, further comprising an air control switch, defined as a valve mechanism operatively positioned between the compressed air tank and the engine intake, configured to selectively open or close the flow of compressed air into the pneumatic circuit to enable or disable engine operation.

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