초록 ▼

The present invention is directed to an innovative, economical method or system disclosing a captive volume in a hydraulic circuit which can be selectively hydraulically or pneumatically locked, or vented in order to correspondingly maintain, or increase the total volume of the hydraulic circuit. Th

The present invention is directed to an innovative, economical method or system disclosing a captive volume in a hydraulic circuit which can be selectively hydraulically or pneumatically locked, or vented in order to correspondingly maintain, or increase the total volume of the hydraulic circuit. The structural elements of an embodiment of the present invention may include an accumulator with or without a fixed solid stop, which limits its travel. The accumulator can either be a separate entity, or as an assembly within the master or slave pistons.

대표청구항 ▼

The present invention is directed to an innovative, economical method or system disclosing a captive volume in a hydraulic circuit which can be selectively hydraulically or pneumatically locked, or vented in order to correspondingly maintain, or increase the total volume of the hydraulic circuit. Th

The present invention is directed to an innovative, economical method or system disclosing a captive volume in a hydraulic circuit which can be selectively hydraulically or pneumatically locked, or vented in order to correspondingly maintain, or increase the total volume of the hydraulic circuit. The structural elements of an embodiment of the present invention may include an accumulator with or without a fixed solid stop, which limits its travel. The accumulator can either be a separate entity, or as an assembly within the master or slave pistons. approximately the same distance from the upper end portion of the combustion chamber as the second bottom edge. 11. The two-cycle engine of claim 1 further comprising: a third transfer port in communication with the crankcase and the cylinder, the third transfer port having a third opening into the cylinder, the third opening having a third upper edge at least approximately the same distance from the upper end portion of the combustion chamber as the first upper edge of the first opening; and a fourth transfer port in communication with the crankcase and the cylinder, the fourth transfer port having a fourth opening into the cylinder, the fourth opening having a fourth upper edge at least approximately the same distance from the upper end portion of the combustion chamber as the second upper edge of the second opening. 12. The two-cycle engine of claim 11 wherein the third opening of the third transfer port is closer to the exhaust port than the second opening of the second transfer port and the fourth opening of the fourth transfer port. 13. The two-cycle engine of claim 11 wherein: the first and third transfer ports are angled so that a first gas introduced into the cylinder through the first transfer port opening collides with a third gas introduced into the cylinder through the third transfer port opening; and the second and fourth transfer ports are angled so that a second gas introduced into the cylinder through the second transfer port opening collides with a fourth gas introduced into the cylinder through the fourth transfer port opening. 14. The two-cycle engine of claim 13 wherein: the first and third transfer ports are angled to provide a first back eddy; and the second and fourth transfer ports are angled to provide a second back eddy, the first back eddy being closer to the exhaust port than the second back eddy. 15. The two-cycle engine of claim 1 wherein the cylinder has an inner wall and the piston has an outer surface, and wherein the passage comprises a groove with an open cross-section formed in the piston's outer surface and open along its length toward the inner wall of the cylinder. 16. The two-cycle engine of claim 15 wherein the groove has a U-shaped open cross-section. 17. The two-cycle engine of claim 15 wherein the groove extends at least generally circumferentially from the exhaust port to the first transfer port when the piston is in a pre-selected stroke position. 18. The two-cycle engine of claim 15 wherein the groove is configured for communication between the exhaust port and the first transfer port when the piston is in a top dead center piston position. 19. The two-cycle engine of claim 15 wherein the open cross-section of the groove is closed off along its entire length by the inner wall of the cylinder when the piston is in a position intermediate of a top dead center and bottom dead center position. 20. The two-cycle engine of claim 1 further comprising a valve coupled to the passage and moveable to an open position to introduce the selected gas into the first transfer port. 21. The two-cycle engine of claim 20 wherein the selected gas is outside air. 22. The two-cycle engine of claim 20 wherein the two-cycle engine is connectable to a pressurized inert gas source, and wherein the selected gas is inert gas supplied from the pressurized gas source. 23. A method for reducing hydrocarbons in exhaust gas from a two-cycle engine, the two-cycle engine having a pressurizable crankcase, an intake port in communication with the crankcase, a cylinder having a combustion chamber, the cylinder being coupled to the crankcase, a first transfer port in communication with the crankcase and the cylinder, the first transfer port having a first opening into the cylinder, a second transfer port in communication with the crankcase and the cylinder, the second transfer port having a second opening into the cylinder, and a piston reciprocally moveable in the cylinder and positionable to open or