In a preferred embodiment, for a turbine driven by hydraulic fluid, the combustion cylinder's piston is lubricated by the hydraulic fluid and drives the hydraulic fluid, and during the driven movement of the piston, movement of that piston causes the return reciprocal movement of another piston of another hydraulic combustion cylinder, and a starter motor is connected to drive both the turbine and the reciprocatable pistons.

This invention is directed to an improved combustion engine motor 
combination with a liquid turbine. 
BACKGROUND TO THE INVENTION 
Prior to the present invention, the combustion engine has heretofore 
involved many intermediate mechanical components all of which contributed 
to reducing net available power as compared to the gross energy of 
combustion of the gasoline or oil, for gasoline engines or diesel engines 
respectively. The complexity also added appreciably to the cost of 
production and thus to the sales price to the public, thus making the 
prior engines less competitive economically on the world market. With the 
increased costs of gasoline and oil, the necessity for improved motor 
efficiency to result in improved milage and reduced cost to the consuming 
public, together with an accompanying conservation of energy, has made it 
manditory that new and more efficient motors be designed to make such 
possible. Typical of motors having some associated hydraulic systems are 
the Pereda U.S. Pat. No. 2,924,068, Sampietro U.S. Pat. No. 3,085,392, 
Van Der Lely et al. U.S. Pat. No. 3,106,896, Kosoff U.S. Pat. No. 
3,119,230, Hanis U.S. Pat. No. 3,983,699, for example. All such motors 
simple utilize hydraulic cylinders and pistons thereof by energy 
transmitted through a combustion engine piston rod, and where combustion 
engine cylinders are involved, utilize the convention approach and 
technology. Nothing in any of these patents is suggestive of the present 
invention, which is the first of its kind. 
BROAD DESCRIPTION OF THE INVENTION 
An object of this invention is to obtain improved efficiency in the 
gasoline motor and associated energy distribution system thereof. 
Another object is to obtain an internal combustion engine of improved 
design having fewer moving parts and improved simplicity of design and 
operation. 
Another object is to obtain an improved combustion engine and hydraulic 
turbine combination for a resulting dual function of hydraulic liquid to 
improve piston operation and energy distribution, and to obviate the need 
for crank case oil. 
Another object is to obtain an improved starter motor combination for a 
combustion engine-hydraulic turbine combination. 
Other objects become apparent from the preceding and following disclosure. 
One or more objects of the invention are obtained by the invention as 
typically illustrated in accompanying diagrammatic drawings and 
illustrations, intended to improve understanding by illustrating preferred 
embodiment, but not intended to limit the invention thereto, which 
invention includes as well various nonpreferred embodiment not necessarily 
illustrated but within ordinary skill of an artisan in this particular 
technology. 
Broadly the invention may be described as a combustion engine, either 
gasoline or diesel, having the engine cylinder space divided by the 
intermediate piston into a combustion chamber at one end of the elongated 
combustion piston chamber, and a hydraulic liquid (normally termed 
"fluid") chamber at the other end of the elongated combustion piston 
chamber, with hydraulic fluid being present in the hydraulic fluid chamber 
with a valve-controlled inlet to feed the chamber when the piston moves 
toward the combustion chamber, and with a valve-controlled outlet to 
direct the pressurized hydraulic liquid (fluid) to a liquid turbine when 
the piston is moved away from the combustion chamber as the result of an 
explosive combustion within the combustion chamber; as a result of the 
hydraulic fluid being pumped by the combustion engine piston, the 
hydraulic fluid serves the multiple purpose of lubricating the combustion 
chamber piston, while concurrently simultaneously transmitting the energy 
of combustion by hydraulic pressure to the liquid turbine. While not 
illustrated as to seals utilized with the piston of the combustion 
chamber, such are conventional in nature and convention technology and 
knowledge are incorporated by reference hereinto, such not being the 
inventive aspect, but benefiting as an integral part of what here is 
termed the combustion chamber piston. Obviously such piston is 
reciprocatable in conventional fashion. Accordingly, the combustion piston 
chamber cyinder forms therein its elongated chamber above-noted, and has a 
fuel injection port in a conventional manner with conventional control 
mechanisms and timing circuitries, as well the exhaust port with its valve 
and the fuel inlet valve being properly arranged and timed as in 
conventional technology hereby also incorporated by reference, since the 
inventive aspect does not relate to these items except as they in 
conventional form are a part of the overall combination. The wall of the 
elongated chamber at the hydraulic fluid chamber portion end thereof, has 
the one-way inlet port for the hydraulic liquid's feed inlet, and has the 
one-way outlet port for the pressurized liquid's outlet to the liquid 
turbine for the driving thereof. Additionally there has to be, as a part 
of the combination for an operative system, a pressure-relief unit located 
serially after the liquid turbine, which allows for collection in 
reservoir fashion, of the excess hydraulic liquid driven from the 
hydraulic fluid chamber of the combustion piston chamber cylinder 
following an explosive combustion within the combustion chamber; however, 
it may be appreciated that in a system having more than one combustion 
piston chamber cylinder of the nature described-above, the hydraulic fluid 
effluent from the liquid turbine may be channeled directly into a 
replinishing other hydraulic fluid chamber as the reservoir-in-function, 
since that chamber would be in need of additional feed hydraulic liquid. 
It is not desirable to feed liquid hydraulic fluid directly from one 
hydraulic fluid chamber to another, devoid of first passing through the 
liquid turbine, since to do so would deminish the energy transmitted to 
the liquid turbine in the driving thereof. 
In various preferred embodiments, mechanism for returning the piston toward 
the combustion chamber end of the elongated chamber includes a drive, such 
as a crank, driven by a drive shaft in-turn driven by the liquid turbine. 
However, in embodiments inclusive of multiple combustion piston chamber 
cylinders and systems as above-described, as a greater combination, there 
may be and preferably is a direct mechanical connection such as a piston 
shaft interconnecting pistons of multiple combustion piston chamber 
cylinders, while concurrently being connected to drive a drive shaft; in 
such embodiment, while a starter motor, as well as in all other 
embodiments in which preferably a starter motor drives both the piston and 
the turbine, there is necessarily a ratchet or slip clutch present in the 
combination such that the turbine is not normally driven by the 
piston-return mechanical structure at time of explosive combustion within 
the piston chamber(s). Also preferably the liquid turbine is fed by 
pressurized fluid coming from a multiplicity of chambers (two or more) 
such that there is a steady feed for maximum efficiency in the driving of 
the liquid turbine. Likewise, there may be a plurality of turbines, since 
more turbines would improve efficiency at some point, rather than 
indefinitely increasing the size of a single turbine for more than two 
combustion piston chamber cylinders and pistons thereof. 
While such construction would require additional cost and equipment, there 
may be separate hydraulic fluid and segregated chamber therefor, apart 
from the driving hydraulic liquid above-described; in such instance, the 
utility of the present invention would be still present, in which the 
hydraulic liquid serves to lubricate the piston of the elongated chamber 
for its function in the combustion chamber portion. 
Also, there is desirably in a preferred combination a radiator or other 
equivalent heat exchange cooling system included within the line of flow 
for receiving turbine effluent prior to sending the hydraulic liquid to 
the reservoir area or to replenish the chamber of another cylinder. Also, 
as within ordinary skill and technology, fuel to be injected may be 
preheated or further pressurized by being passed in heat exchange 
relationship with such radiator or heat exchanger. 
It is important to note that a major saving on use of oil or oil-derived 
products is achieved by virtue of eliminating the need for crank-case oil. 
The utilization by this invention, of the hydraulic fluid as the lubricant 
for the piston of the combustion chamber cylinder obviates the need for a 
crank-case lubricant or oil. The magnitude of this saving may be 
recognized by multiplying the several quarts of oil needed for a single 
crank-case of a conventional automobile, by the number of automobiles in 
use throughout the United States. Then, that is further magnified by the 
need for constant replinishing of oil within the crank case, and the 
requirement for periodic replacement of the crank case oil. Additionally, 
there is the further benefit and energy conservation arrived at by 
improved efficiency of the motor of the design discussed-above, of simple 
design and operation.

DETAILED DESCRIPTION OF THE INVENTION 
FIGS. 1 through 3 illustrate basically the same systems, with variations 
thereon, and accordingly common indicia are used in identification of 
identical elements in the different Figures. 
In FIG. 1, there is illustrated the combustion engine-hydrolic turbine 
combination 4, and in FIG. 2 the combination 4', and in FIG. 3 the 
combination 4". 
In the combination 4, there is included a combustion piston chamber 
cylinder 5 forming an elongated chamber having the space thereof divided 
by reciprocable piston 6 into the combustion chamber 7 and hydraulic fluid 
(liquid) chamber 8. In the walls of the cylinder 5, there is the fuel 
injection port 5a, the exhaust outlet port 5b, hydraulic fluid inlet port 
5d and hydraulic fluid outlet port 5c. Piston shaft 9a has extension 9b 
hinged thereto, with the extension 9b rotatably mounted onto the crank at 
rotation joint 9c, onto crank 10. The crank 10 is not connected to the 
shaft 11. However, starter motor 27 is separately ut concurrently drivable 
of each of the crank 10 and by shaft 11, through conventional 
ratchet-arrangements well known in the art, incorporated into this 
disclosure. Accordingly, by starter motor 27 activation, each of the crank 
9c and fluid 8a and thereby the fluid turbine 13 are initiated in their 
rotation as fuel is injected into the combustion chamber and with 
appropriate timing ignition sparks the spark plug 26 to bring about 
explosive combustion in chamber 7. 
After explosive combustion in combustion chamber 7, the piston 6 is caused 
to move thereby toward the hydraulic fluid chamber 8, compressing the 
hydraulic fluid (liquid) 8a thereby causing it to exit through the one-way 
valve 15a of outlet port 5c, to be channeled through conduit 16 
operatively through the liquid turbine 13 to thereby impel conventional 
rotars (not shown) of the conventional liquid turbine. As the piston 6 is 
initially moving toward the hydraulic fluid chamber 8, the valve 25a by 
conventional apparatus and controls and circuitry is held closed by a 
conventional timing device, until the piston 6 passes the exhaust outlet 
5b at which time the valve 25 is permitted to open for one-way flow and 
exiting of exhaust gases from the combustion chamber 7. Accordingly, as 
the hydraulic fluid continues to flow in direction 15 as the piston moves 
in direction 14a, exhaust gases exit in direction 25. The revolving rotors 
of the liquid turbine 12 rotate the shaft 11 and flywheel 12 and the 
associated mounted gear 11a and meshing gear 11b and its drive shaft 11c. 
Effluent from the liquid turbine 13 flows through the conduit 17 into the 
radiator 19 typically cooled by a fan 28 having a fan motor 29 and fan 
blades 30. The radiator conduit 20 channels the cooled effluent into a 
reservoir 22, from which feed hydraulic fluid is again fed through the 
conduit 21 into the hydraulic fluid chamber 8 through the one-way valve 
23a in direction 23, of the hydraulic fluid inlet port 5d. 
At the end of travel of piston 6 in direction 14a, an appropriate timing 
circuitry initiates pump 35 to cause feed hydraulic fluid (liquid) to be 
pumped through one-way valve 23a into the hydraulic fluid chamber 8. 
Diagrammatically, the timing of valve 25a and pump 35 are controlled by 
timer 36 responsive to signals through lead 37a from sensor 37 that senses 
the relative positions of the piston shaft 9a. Such sensing devices are 
conventional technology as are such circuitries, and a part of prior art, 
hereby incorporated by reference hereinto. These mere conventional 
elements are merely utilized for appropriate timing of valves and the 
pump, for appropriate fuel injection, exhausting of combustion gases, and 
feed-replinishing of hydraulic liquid into the hydraulic fluid chamber 8 
when the piston 6 is moving in direction 14b. While as in convention 
technology, such timings and elements are required, such do not constitute 
the heart of the invention, already described fully above. 
FIG. 2 shall be described solely in regards that it differs to any 
significant degree from the engine embodiment combination of FIG. 1. 
Common to all embodiments of FIGS. 1, 2, 3 and 4, by appropriate 
conventional slip-clutches and/or ratchet arrangements, each of the motor 
and the turbine are connected to drive the crank that drives the pistons 
during return movements of the pistons during the compression stage for 
the combustion chamber(s). In particular, in FIG. 1, the motor 27 drives 
crank 10 but does not drive shaft 11; likewise, the revolving of shaft 11 
by the turbine 12 causes the crank 10 to turn by action through the motor 
drive shaft with appropriate ratchets or slip clutches which prevent the 
revolving of crank 10 from driving either the motor 27 or the shaft 11. 
The same mechanism is true for each of the embodiments of FIGS. 2, 3, and 
4. 
FIG. 2 thus returns the piston 6' during the compression stage in direction 
14'b at the end of the expansion stage movement in direction 14'a, by 
virtue of compression of fluid in chamber 9'b by piston 9'c advanced by 
the revolving crank 10', as the extension shaft 9b' moves alternately in 
directions 9b". 
It should be noted that the sensors 37, 37' and the like are merely 
symbolic of some conventional sensing device that ascertains the relative 
position(s) of the combustion chamber piston in order to coordinate the 
timed opening of various valves such as 25a to emit exhaust fumes after 
the piston has moved-past that valve during the expansion phase following 
combustion in chamber 7, and such as the proper closing thereof before the 
piston returns past valve 25a, and such as the opening of the 
fuel-injection valve 24a at the beginning of the compression state as the 
piston 6 initially begins its movement in direction 14b after the closure 
of valve 25a, followed promptly by the closing of valve 24a as compression 
proceeds. Likewise, the timer 36 causes the pump to pump hydraulic fluid 
in direction 23 through one-way valve 23a as the piston begins its return 
movement in direction 14b, and to cease pumping before movement of piston 
6 begins in direction 14a. In FIG. 1 the sensor 37 senses the position of 
the shaft 9a and thereby indirectly the position of the piston 6. In the 
symbolic locations for FIGS. 2, and 4, the sensor such as sensor 37' 
senses the piston 6' as it passes in FIG. 2. FIG. 3 illustrates an 
arrangement similar to that of FIG. 1. 
It additionally should be noted that the invention does not reside in the 
selection of the particular hydraulic fluid such as hydraulic fluid 8a, 
for example, since any appropriate hydraulic fluid or anti-freeze type 
fluid that has the physical properties of a lubricant may be utilized, to 
thus serve as a replacement for the function normally filled by motor oil, 
to lubricate the movement of the pistons such as piston 6. Moreover, the 
pistons such as 6, 6', 6" and the like of the illustrated embodiments, 
include conventional sealing-rings and gaskets and the like normally and 
conventionally utilized with pistons for combustion engines. 
In the embodiment of FIG. 3, operation is basically the same as in FIG. 2, 
except for the mechanical piston-return mechanism as illustrated, in which 
movement of piston 6a" in an expansion direction 14'"a simultaneously 
serves to move the piston 6"b in the same direction of its compression 
phase, and likewise when piston 6"b is moved by expansion of gases after 
combustion in direction 14"b, it likewise returns in the same direction 
the piston 6a". 
It should be noted likewise that the illustrated spark plugs such as 26, 
26' and the like of the embodiments illustrated, are conventionally timed 
to fire at the appropriate moment of optimal compression of the air-fuel 
mixture injected through the injection ports such as 5a, 5'a, and the 
like. 
FIG. 4, like FIG. 2, has an alternate but equivalent hydraulic piston 
arrangement in series with the crank mechanism of the type of FIG. 2. 
FIGS. 3 and 4 differ basically from the embodiments of FIGS. 1 and 2, by 
having in-effect coordinated or back-to-back separate combustion units as 
a larger typical combination, in each instance. The invention is clearly 
not limited to merely two such systems, but as in conventional combustion 
motors, may includes large numbers of piston combustion units, as might be 
desired or prove beneficial. 
It is within the scope of the invention to make variations and substitution 
of equivalents and modifications as might be desired within the skill of 
the ordinary artisan in this field.