In a reciprocating internal combustion engine operating on a two-stroke cycle, the power stroke is followed by an abbreviated exhaust phase which ends with a portion of the exhaust products retained for recirculation, then by an abbreviated intake phase wherein pressurized new air is introduced, the
In a reciprocating internal combustion engine operating on a two-stroke cycle, the power stroke is followed by an abbreviated exhaust phase which ends with a portion of the exhaust products retained for recirculation, then by an abbreviated intake phase wherein pressurized new air is introduced, then by an abbreviated compression phase which completes the cycle. Fuel injection and ignition then initiate the next power stroke. Intake and exhaust take place through cylinder-head valves. The combination of a full expansion stroke with an abbreviated compression phase can offer efficiency superior to that of existing engines. Due to flexibility in the amount of pressurized air that can be introduced during intake, and because of the recirculation of relatively large amounts of exhaust gas, cylinder temperatures can be reduced, as can the emission of undesirable exhaust products.
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1. A two-stroke reciprocating internal combustion engine comprising: one or more cylinders, each cylinder having a wall and being closed at one end by a cylinder head, a piston in each cylinder, each piston being slidably movable in reciprocating movement in the cylinder and sealed at the cylinder w
1. A two-stroke reciprocating internal combustion engine comprising: one or more cylinders, each cylinder having a wall and being closed at one end by a cylinder head, a piston in each cylinder, each piston being slidably movable in reciprocating movement in the cylinder and sealed at the cylinder wall, whereby each piston and cylinder define an enclosed cylinder volume that decreases in size as the piston moves nearer to the cylinder head and increases in size as the piston moves farther from the cylinder head; a common rotatable crankshaft mechanically connected to the piston in each of the one or more cylinders, whereby rotation of the crankshaft about its axis of rotation and repeating reciprocating movement of the slidable piston in each cylinder in a direction parallel to the axis of its associated cylinder are in direct correspondence to each other, wherein top dead center is defined as the point where the piston is closest to the cylinder head and as an angle of 0° of rotation of the common crankshaft, and wherein bottom dead center is defined as the point where the piston is farthest from the cylinder head and where the common crankshaft has rotated 180° from top dead center, one or more valved intake ports in the cylinder head of each cylinder which are openable for the admission of an oxidant, wherein the oxidant includes air or another oxygen-bearing gas or an oxygen-bearing mixture of a gas and vapor, a source of oxidant under pressure coupled to the one or more valved intake ports of each cylinder to provide pressurized oxidant to the one or more cylinders, wherein the oxidant is pressurized at a pressure in a range between 25 pounds per square inch absolute (psia) and 200 psia, and wherein the pressurized oxidant is provided at a temperature at or near to ambient temperature, one or more valved exhaust ports in the cylinder head of each cylinder which are openable for removal of exhaust gas products resulting from combustion, one or more injectors in the cylinder head of each cylinder for the introduction of fuel into the enclosed cylinder volume, wherein such engine is operable in a repeating sequence of cycles within each cylinder, each cycle for each cylinder commencing with a compressed charge including oxidant and retained exhaust gas products in the enclosed cylinder volume with the piston near top dead center, each cycle for each cylinder comprising: an injection of fuel into the compressed charge when the piston is near top dead center to form a combustible mixture, an ignition of the combustible mixture, combustion, heating and expansion of the ignited combustible mixture in a power phase, the consequent increase in pressure thereof on the movable piston tending to push the piston away from the cylinder head resulting in torque on the common crankshaft, whereby the crankshaft tends to maintain or increase its rate of rotation, the power phase continuing while power from combustion, heating and expansion of the ignited combustible mixture is transmitted via the piston to the crankshaft until the point where the piston has reached its farthest excursion away from the cylinder head at bottom dead center, whereupon the one or more valved exhaust ports are opened to begin an exhaust phase of the cycle, the exhaust phase continuing until the piston has moved back toward the cylinder head to a point that is between one-half and three-quarters of the rotation of the common—crankshaft from bottom dead center towards top dead center, whereupon the one or more valved exhaust ports are closed to end the exhaust phase and to deliberately retain a desired fraction of the exhaust gas products for use as supplementary working fluid and as a combustion modifier for the next following power phase, opening the one or more valved intake ports at approximately the same time as the closing of the one or more valved exhaust ports to begin an intake phase substantially at the end of the exhaust phase, the opening of the one or more valved intake ports permitting the admission of pressurized oxidant into the retained exhaust gas products in the enclosed cylinder volume in an amount at least as large as an amount required for combustion of fuel to be injected in the next following cycle, closing the one or more valved intake ports to end the intake phase at a point in the cycle whereat the pressurized oxidant in the enclosed cylinder volume is in an amount at least as large as the amount required for combustion of the fuel to be injected in the next following cycle, whereby the cylinder is charged with retained exhaust gas products and intake oxidant under pressure in an amount larger than is required for combustion and that serves to control a peak temperature or operating efficiency of the engine, whereupon the action of other cylinders of the engine, if any, together with the momentum of rotating parts of the engine and its load serves to continue rotation of the common crankshaft and movement of the piston to compress the mixture of oxidant and retained exhaust gas products until the piston approaches top dead center in preparation for the injection of fuel and ignition of the next following cycle; wherein the expansion ratio within each cylinder is 40-to-1 or more. 2. The engine of claim 1 in which the ignition of the combustible mixture when the piston is near top dead center is initiated by: heat and pressure resulting from compression of the combustible mixture; orone or more igniting devices in the cylinder head of each cylinder, orone or more spark plugs in the cylinder head of each cylinder. 3. The engine of claim 1 in which the source of oxidant under pressure includes a plenum receiving oxidant under pressure and coupled to the one or more valved intake ports of each cylinder to provide pressurized oxidant to the one or more cylinders, wherein the plenum reduces pressure variations of the pressurized oxidant at the one or more valved intake ports and cools the pressurized oxidant. 4. The engine of claim 3 in which the source of oxidant under pressure includes a compressor, in which the plenum has a size to reduce pressure fluctuations of the compressor output and to isolate the compressor from oxidant-demand fluctuations at the engine, andin which the plenum provides cooling of the pressurized oxidant delivered to the engine by radiation, conduction, and convection from an outer surface to reduce the temperature of the pressurized oxidant delivered to the engine intake ports substantially to the temperature of the ambient air surrounding the engine. 5. The engine of claim 3 including a turbocharger driven by exhaust gas from the engine to supply air directly to the plenum. 6. The engine of claim 1 wherein the one or more valved intake ports, the one or more valved exhaust ports, or both, include: an actuation mechanism for opening and closing one or more valves associated with each of the one or more valved intake ports and with each of the one or more valved exhaust ports. 7. The engine of claim 6 wherein the actuation mechanism controls an effective aperture of the one or more valves associated with the valved ports by varying an amount by which each of the one or more valves are opened. 8. The engine of claim 6 wherein the actuation mechanism controls an opening time and a closing time of each of the one or more valves. 9. The engine of claim 6 wherein the actuation mechanism controls an effective aperture of the one or more valves associated with the valved ports by: using a controllable throttling valve in a conduit by which pressurized oxidant enters the one or more valved intake ports or leave the valved ports,using a controllable throttling valve in a conduit by which exhaust gas products leave the one or more valved exhaust ports, orusing a controllable throttling valve in a conduit by which pressurized oxidant enters the one or more valved intake ports or leave the valved ports and a controllable throttling valve in a conduit by which exhaust gas products leave the one or more valved exhaust ports. 10. The engine of claim 1 in which an expansion ratio within each cylinder is at least 15-to-1, wherein the expansion ratio is the ratio of the enclosed cylinder volume at bottom dead center to the enclosed cylinder volume at top dead center. 11. The engine of claim 1 in which the source of oxidant under pressure is independent of the engine. 12. The engine of claim 1 in which the source of oxidant under pressure includes a compressor dedicated to the engine, in which ambient air is included in the input to the compressor. 13. The engine of claim 12 in which the compressor: is directly driven by the engine crankshaft through mechanical or hydraulic coupling, oris directly driven by the engine crankshaft through mechanical or hydraulic coupling and is included into the engine structure and uses cooling, lubrication, and valve-actuation provisions of the engine, oris electrically driven by a motor whose power is provided by an independent source; oris electrically driven by a motor whose power is provided by an electrical system associated with a vehicle or another installation in which the engine is mounted. 14. The engine of claim 12 in which the ambient air provided to an input of the compressor is supplied by a turbocharger driven by the exhaust gas from the engine, whereby the size and power requirements of the compressor can be reduced. 15. The engine of claim 14 in which the air provided by the turbocharger is delivered through an intercooler to reduce the temperature and increase the density of the air delivered to the input of the compressor. 16. The engine of claim 1 in which the duration of the intake phase is between 15 and 25 degrees of rotation of the common crankshaft. 17. The engine of claim 1 in which the opening the one or more valved intake ports at approximately the same time as the closing of the one or more valved exhaust ports to begin an intake phase substantially at the end of the exhaust phase occurs within 10 degrees of rotation of the common crankshaft from an angle of optimum overall efficiency of the engine.
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이 특허에 인용된 특허 (10)
Chorman Thomas E. (Six Bowser Rd. New Brunswick NJ 08901), Internal combustion engine.
Schaub Fred S. (Mount Vernon OH) Helmich Melvin J. (Mount Vernon OH) Hubbard Robert L. (Mount Vernon OH) Hoagland Melvin C. (Mount Vernon OH), Internal combustion engine.
Flynn Patrick F. ; Hunter Gary L. ; zur Loye Axel O. ; Akinyemi Omowoleola C. ; Durrett Russ P. ; Moore Greg A. ; Muntean George G. ; Peters Lester L. ; Pierz Patrick M. ; Wagner Julie A. ; Wright Jo, Premixed charge compression ignition engine with optimal combustion control.
zur Loye, Axel O.; Akinyemi, Omowoleoa C.; Durrett, Russ P.; Flynn, Patrick F.; Hunter, Gary L.; Moore, Greg A.; Mudd, Jackie M.; Muntean, George G.; Wagner, Julie A.; Wright, John F., Premixed charge compression ignition engine with optimal combustion control.
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