Combustion engine with side ports

A combustion engine having a combustion chamber with a side port in a sidewall thereof interconnecting the combustion chamber with a side manifold. The side port is positioned between about 25% and about 75% of the stroke length from the bottom dead center position of the pistons. The engine includes a fluid injection system which provides an alcohol-water mixture to the side manifold to maintain the manifold at an elevated pressure. The pressure manifold is heated to provide for expansion of the fluids provided thereto and is readily removable to allow for normal functioning of the engine.

FIELD OF THE INVENTION 
The present invention generally relates to the field of combustion engines, 
such as four-stroke automotive engines. More particularly, the present 
invention relates to a combustion engine having a port in a sidewall of 
the combustion chamber in combination with other features to enhance one 
or more performance characteristics of the engine. 
BACKGROUND OF THE INVENTION 
Internal combustion engines are widely utilized as a means of extracting 
power from fuel sources. For example, four-stroke piston engines are 
commonly utilized to combust fossil fuels and generate power from 
expanding gases to propel automobiles. 
Various attempts have been made to improve the performance of internal 
combustion engines. For example, attempts have been made to reduce 
pollution emissions, such as unburned hydrocarbons, carbon monoxide, and 
nitrogen oxides, by recirculating exhaust gases back to the engine for 
recombustion. Further, steam injection has been utilized to decrease 
pollutants and to improve efficiency and performance of internal 
combustion engines. In addition, pre-compression of intake gases, such as 
by using turbochargers and superchargers, has been utilized to increase 
the power output of combustion engines. 
Each of the above-noted attempts at improving engine performance has met 
with some success; however, many of the corresponding designs are 
expensive to install, are bulky, have many moving parts, and can require 
frequent maintenance and repairs. For example, some designs require a 
plurality of conduits to route exhaust gases and/or compressed gas. In 
addition, many require expensive high-speed blowers or compressors to 
compress the gases. Some require complicated cam and valve arrangements to 
precisely time the introduction of steam and/or compressed gases. Further, 
some utilize an external heat source to pre-heat the gas and/or steam 
prior to introduction into the engine. 
Accordingly, it is an object of the present invention to provide a 
combustion engine having improved performance characteristics. It is a 
related object to provide a combustion engine having improved power 
output, enhanced fuel economy, and/or decreased pollution emissions. 
It is another object of the present invention to provide a device which 
performs at least one of the above-noted functions and which can be 
installed on an existing combustion engine without extensive modifications 
to the engine. 
SUMMARY OF THE INVENTION 
In accordance with the present invention, a combustion engine is provided 
which accomplishes one or more of the above-noted objects. The engine 
generally comprises an engine block defining a combustion chamber having a 
side port in a side wall thereof, a movable member (e.g., a piston) 
movable relative to and within the combustion chamber to intermittently 
cover and uncover the side port, and a hollow member (e.g., a pressure 
manifold) positioned adjacent the engine block and defining a pressure 
chamber. An interconnect means is provided for interconnecting the 
pressure chamber with the side port of the combustion chamber. 
In one aspect of the present invention, the combustion engine further 
comprises means for providing expandable fluid to the pressure chamber. 
Upon entry into the pressure chamber, the expandable fluid will expand and 
pressurize the pressure chamber. For example, in one embodiment, the 
expandable fluid comprises water and/or steam and is expanded due to the 
provision of heat to the pressure chamber (e.g., by approximate location 
of the pressure chamber adjacent the combustion chamber). In another 
embodiment, the expandable fluid further comprises an alcohol (e.g., ethyl 
alcohol). 
In another embodiment, the combustion engine comprises a piston-cylinder 
engine wherein the movable member comprises a piston and the combustion 
chamber comprises a cylinder. In this embodiment, the piston is movable 
relative to the cylinder from a bottom position to a top position, thereby 
defining a stroke length. Preferably, the side port is positioned between 
about 25% and about 75% of the stroke length from the bottom position. In 
another embodiment, the engine block defines at least two combustion 
chambers and the interconnect means interconnects the pressure chamber 
with each of the combustion chambers. Preferably, the combustion engine is 
a four-stroke engine. In yet another embodiment, the interconnect means 
comprises valve means for intermittently opening and closing the 
interconnect means. 
In another aspect of the present invention, the combustion engine further 
comprises means for heating the pressure chamber. In one embodiment, such 
means for heating the pressure chamber comprises an exhaust duct 
positioned in heat transfer relationship to the pressure chamber. In 
another embodiment, the means for heating comprises positioning the 
pressure chamber in heat transfer relationship with the combustion 
chamber. Preferably, the means for heating the pressure chamber is capable 
of raising the temperature of the pressure chamber to at least about 
300.degree. F., and preferably at least about 1000.degree. F., during at 
least a portion of the operation of the combustion engine. 
In another aspect of the present invention, the engine block of the 
combustion engine defines at least two cylinders with at least two 
corresponding pistons positioned therein and movable relative thereto from 
a bottom position to a top position, thereby defining a stroke length. 
Each cylinder includes a corresponding side port positioned between about 
25% and about 75% of the stroke length from the bottom position. 
Preferably, such positioning of the side ports is between about 35% and 
about 65% of the stroke length from the bottom position and, more 
preferably, is positioned about 50% of the stroke length from the bottom 
position. In one embodiment, each piston comprises a wrist pin positioned 
within an aperture in the piston and at least one end cap positioned 
within the aperture to effectively seal the wrist pin from the cylinder.

DETAILED DESCRIPTION 
FIGS. 1-2 illustrate a four-cylinder, four-cycle internal combustion engine 
10 embodying the features of the present invention. It should be 
appreciated that, although the described embodiment is a four-cylinder, 
four-cycle engine, the concepts of the present invention are also 
applicable to other types of engines (e.g., two-stroke, rotary, etc.). 
Referring specifically to FIG. 1, the illustrated engine 10 generally 
comprises four cylinder liners 12 positioned in parallel relation to each 
other within an engine block 14. Each cylinder liner 12 defines the sides 
of a cylinder 16. An engine head 18 is secured to the top of the engine 
block 14 and includes a dome-shaped recess 20 positioned immediately above 
each cylinder liner 12 to define the top of the cylinder 16. Four pistons 
22, one positioned within each cylinder 16, are interconnected with a 
crank shaft 24 via wrist pins 26, connecting rods 28 and bearings (not 
shown), as is known in the art. 
In accordance with the present invention, as illustrated in FIG. 2, a side 
manifold 32 is positioned adjacent the engine block 14 and is 
interconnected with each cylinder 16 via side ports 34 in each 
corresponding cylinder liner 12. The manifold is a hollow cylindrical tube 
which is completely sealed except for four interconnect assemblies 36 
connecting the interior of the manifold to each of the above-noted side 
ports 34 in each of the cylinder liner 12. In the illustrated embodiment, 
the manifold comprises cold rolled steel tubing having a 3/16 wall 
thickness, a 11/2-inch outer diameter and a 14-inch length. The ends of 
the manifold are sealed, for example, by brazing a steel plug on each end. 
It should be appreciated that many other configurations and materials may 
be utilized in practicing the principles of the present invention. 
The manifold 32 is horizontally positioned adjacent the engine block 14 at 
approximately the mid-portion of the cylinder liner 12. In the illustrated 
embodiment, the outside edge of the manifold is positioned approximately 
two inches from the outside edge of the cylinder liner 12. Such close 
positioning of the manifold to the cylinder liner 12 provides good heat 
transfer from the cylinder liners 12 to the manifold, the importance of 
which is described below in more detail. 
An enlarged view of a single interconnect assembly 36 is illustrated in 
FIG. 3. In the illustrated embodiment, the interconnect assembly 36 
comprises a first interconnect member 38 threaded into the engine block 14 
and a second interconnect member 40 secured to the side manifold 32. The 
first interconnect member 38 has a 1/4-inch orifice 42 extending 
therethrough and comprises a threaded portion 44 having a 1/2-inch outer 
diameter and a reduced portion 46 having a 3/8-inch outer diameter. The 
difference in diameters between the threaded portion 44 and the reduced 
portion 46 forms a shoulder 48. A hexagonal nut portion 50 is secured to 
the threaded portion 44 to thereby provide a means for rotating the 
threaded portion 44 into the engine block 14. 
The engine block 14 includes a threaded orifice 52 for receiving the 
threaded portion 44 of the first interconnect member 38. The cylinder 
liner 12 includes a 7/16-inch orifice 54 extending partially therethrough 
and a 3/16-inch side port 34 extending complete therethrough, thereby 
forming a stepped orifice. The outside edge of the 7/16-inch orifice 54 is 
chamfered to provide a chamfered surface 56 against which an O-ring gasket 
58 can be positioned to provide a seal. The gasket 58 is made from a 
high-temperature material, such as copper or special rubber, and is 
preferably Viton, a trademark of E.I. Du Pont de Nemours & Co. 
In operation, the first interconnect member 38 is threaded into the engine 
block 14 until the shoulder 48 contacts the gasket 58. Further rotation of 
the hexagonal nut portion 50 causes deformation of the gasket 58 between 
the shoulder 48 and the chamfer to provide a seal between the first 
interconnect member 38 and the engine block 14. The first interconnect 
member 38 is torqued to about 12-18 foot-pounds. 
The second interconnect member 40 comprises a tubular member 59 secured to 
the side manifold 32, for example, by brazing to provide fluid 
communication between the interior of the side manifold 32 and the 
interior of the second interconnect member 40. The second interconnect 
member 40 has an inner diameter of about 1/4-inch and an outer diameter of 
about 3/8-inch. The second interconnect member 40 is insertable within the 
interior of the first interconnect member 38 and is secured thereto via a 
compression nut 60 and compression sleeve 62 assembly. 
The above-described interconnect assembly 36 provides several benefits. 
First, the provision of a stepped orifice in the cylinder liner 12 reduces 
the port size in the cylinder liner 12, thereby reducing any adverse 
effects associated with the presence of a port in a cylinder 16. Further, 
the utilization of a high-temperature rubber gasket 58 between the first 
interconnect member 38 and the cylinder liner 12 substantially prevents 
the leakage of coolant from the water jacket into the cylinder 16 via the 
side port 34. Additionally, the provision of a two-piece interconnect 
assembly 36 allows for the easy removal of the side manifold 32 for 
repair, for replacement, or to eliminate the manifold altogether. Such 
elimination of the manifold could be accompanied by blocking of the side 
port 34 by, for example, threading an end cap (not shown) onto the first 
interconnect member 38 in place of the compression nut 60. 
The pistons 22 of the illustrated embodiment have been modified to account 
for the presence of the side ports 34 in the cylinder liners 12. Referring 
to FIGS. 4 and 5, the pistons 22 are provided with an upper compression 
ring 64 and an oil scraping ring 66 on an upper portion thereof. In 
addition, a lower compression ring 68 and an oil ring 70 are provided on a 
lower portion of each piston 22 to inhibit the leakage of pressurized 
gases through the side ports 34 and out the bottom of the pistons 22 and 
further to inhibit seepage of oil between the pistons 22 and the cylinder 
liners 12 and into the side ports 34 and side manifold 32. Each piston 22 
is further provided with an end cap 72 positioned adjacent each end of the 
wrist pins 26 within the wrist pin holes 74 to inhibit leakage of 
pressurized gases from the side ports 34 and through the pistons 22 via 
the wrist pin holes 74. The end caps 72 comprise a high temperature 
material, such as high temperature plastic or metal. In the described 
embodiment, the end caps 72 comprise aluminum. 
As best illustrated in FIGS. 6a-6g, the side ports 34 of the described 
embodiment are positioned about halfway between the bottom dead center 
("BDC") position and the top dead center ("TDC") position of the pistons 
22. That is, the side ports 34 are positioned about 50% of the stroke 
length above the BDC position of the pistons 22. It should be appreciated, 
however, that the positioning of the side ports 34 may vary depending on 
desired performance characteristics, engine parameters, and/or other 
variables. It is believed that the positioning of the side ports 34 may 
vary from about 25% to about 75% of the stroke length above the bottom 
dead center position while still obtaining the benefits of the present 
invention. 
The operation of the above-described embodiment of the present invention is 
schematically illustrated in FIGS. 6a-6g. FIG. 6a illustrates a piston 22 
about at the TDC position of its stroke, immediately before the power 
stroke. Upon combustion of the fuel contained therein, the pressure within 
the cylinder 16 increases and the piston 22 is forced downward. As the 
piston 22 travels below the side port 34, pressurized gases from the 
cylinder 16 is allowed to enter the side manifold 32 via the interconnect 
assembly 36 to thereby provide pressurized gases (e.g., partially 
combusted air/fuel mixture) to the side manifold 32 (FIG. 6b). As noted 
above, in the illustrated embodiment, such position is about 50% of the 
stroke length above the BDC position of the piston 22. Near the bottom of 
the power stroke, the exhaust valve 76 opens (FIG. 6c) and the piston 22 
subsequently moves upwardly past the side port 34 to expel exhaust gases 
from the cylinder 16 and to seal at least some of the pressurized gases 
within the side manifold 32 (FIG. 6d). After the exhaust stroke, the 
exhaust valve 76 closes and the intake valve 78 opens to initiate the 
intake stroke (FIG. 6e). As the piston 22 travels downwardly, it sucks in 
a fresh air/fuel mixture and eventually passes below the side port 34 to 
allow the entrance of pressurized gases from the side manifold 32 and into 
the cylinder 16 (FIG. 6f). During the subsequent compression stroke, the 
piston 22 moves upwardly until the side port 34 is sealed, thereby 
trapping the pressurized gases in the cylinder 16 (FIG. 6g). 
When utilized on a multi-cylinder engine 10, the timing of the cylinders is 
offset such that each cylinder 16 is at a different point in the 
combustion cycle, compared to the other cylinders. As such, the 
pressurized gas is provided to one cylinder 16 at the initiation of the 
compression stroke (FIG. 6f) is actually provided by a different cylinder 
16 which is completing the power stroke (FIG. 6b). Utilizing such a device 
has been found to substantially improve the power output of the engine 10. 
It is believed that such increased power output is due to the increased 
compression obtained as a result of the pressurized gases provided by the 
side manifold 32 in a manner similar to that of a turbo-charger or 
super-charger. With the side port 34 positioned at about 25% of the stroke 
length above the BDC, pressure within the side manifold 32 has been 
measured at about 6 psi at 6,000 rpm. In addition, because some of the 
exhaust gases are being recombusted, it is believed that more complete 
combustion will occur, thereby resulting in decreased emissions and 
improved fuel economy. 
In an alternative embodiment of the present invention, the above-described 
engine 10 is provided with a means for injecting an expandable fluid, such 
as water, into the side manifold 32. Due to heat from the cylinders 16 of 
the engine 10, water injected into the side manifold 32 will turn to steam 
and pressurize the side manifold 32 above and beyond the pressure which 
can be obtained without the utilization of water injection. Such increase 
in pressure within the side manifold 32 is believed to significantly 
increase the power output of the engine 10 in a manner similar to that of 
a turbo-charger or super-charger. In addition, steam injection has been 
found to reduce accumulation of carbon deposits within the combustion 
chamber and also may reduce emission of nitrogen oxides. The close 
proximity of the side manifold 32 to the engine 10 allows heat to be 
transferred from the engine 10 to the side manifold 32 to facilitate 
vaporization of the expandable fluid. 
In one embodiment, illustrated in FIG. 7, the means for injecting includes 
an injector nozzle 80 mounted in the sidewall of the side manifold 32. 
Depending on the fluid injection rate and spray characteristics, many 
different types of injector nozzles 80 may be utilized. For example, fuel 
injection nozzles 80 manufactured by Bosch may be utilized. The injector 
nozzle 80 is interconnected with a water reservoir (not shown) via a water 
supply line 82. A water pump (not shown) is utilized to maintain a 
relatively constant pressure within the water supply line 82. 
An electronic control valve 84 is positioned within the water supply line 
82 to regulate the amount of water being injected into the side manifold 
32. In the illustrated embodiment, the control valve 84 is a solenoid-type 
valve which selectively opens and closes the pathway to the injector 
nozzle 80. The control valve 84 is activated and deactivated by a 
pressure-control circuit comprising a pressure sensor 86, a temperature 
sensor 88 and an electronic control mechanism 90. The electronic control 
mechanism 90 monitors the temperature and pressure within the side 
manifold 32 and selectively activates and deactivates the control valve 84 
depending on the pressure and temperature parameters. In the illustrated 
embodiment, for example, the control mechanism 90 comprises a switching 
mechanism that maintains the control valve 84 closed (i.e., no water being 
injected through the injector nozzle 80) if the temperature within the 
side manifold 32 is below a predetermined value, such as about 200.degree. 
F. and preferably about 300.degree. F. In addition, the switching 
mechanism of the illustrated embodiment is designed to maintain the 
pressure within the side manifold 32 at about 11 psi. Accordingly, if the 
pressure within the side manifold 32 falls below 11 psi, water will be 
injected until the pressure is above 11 psi (i.e., assuming the 
appropriate temperature is present within the side manifold 32). A 
pressure range, such as 9-13 psi, may be utilized as the control window. 
As a safety mechanism, the side manifold 32 may be provided with a pressure 
relief valve 92 which limits the maximum pressure within the side manifold 
32 by releasing steam therethrough. For example, in the illustrated 
embodiment, the pressure relief valve 92 is designed to allow steam to 
exit the side manifold 32 if the pressure within the side manifold 32 
exceeds a predetermined value, such as about 300 psi and preferably about 
500 psi. 
Instead of pure water, the fluid supplied to the side manifold 32 through 
the injector nozzle 80 may comprise a mixture of water and alcohol. The 
addition of alcohol decreases the freezing point of water, thereby 
inhibiting freezing of the water at low temperatures. In addition, the 
alcohol can combust and act as a fuel. In the described embodiment, the 
fluid injected into the side manifold 32 comprises a 10:1 ratio of water 
to ethyl alcohol. It should be appreciated that other types of alcohol 
could also be utilized, as well as other mixing ratios. 
In order to provide adequate heat for vaporization of the fluid being 
supplied to the side manifold 32, the side manifold 32 may advantageously 
be positioned adjacent the exhaust conduit (not shown) of the engine 10. 
The exhaust conduit carries exhaust gases from the exhaust valves 76 of 
the engine 10 to the external environment and are typically at 
temperatures of from about 300.degree. F. to about 1500.degree. F. By 
positioning the side manifold 32 adjacent to, and in heat transfer 
relationship with, the exhaust conduit, some of the heat from the exhaust 
gases will be transferred to the side manifold 32 to enhance the 
vaporization of fluid supplied to the side manifold 32. Preferably, the 
side manifold is maintained at a temperature of at least about 300.degree. 
F., and more preferably at least about 1000.degree. F. 
In yet another embodiment, the interconnect assemblies 36 are provided with 
controllable side valves 94 for selectively opening and closing the 
passageways between the side manifold 32 and the cylinders 16. The side 
valves 94 are preferably solenoid-type valves and are operatively 
connected to a valve control mechanism (not shown). The valve control 
mechanism is programmed to selectively open and close the side valves 94 
depending on certain engine parameters. For example, in the described 
embodiment, the ports are maintained closed when the engine 10 is running 
at 1500 rpm or less. This feature prevents the pressure within the side 
manifold 32 (which may actually be a vacuum at low engine speeds) from 
adversely affecting the idle circuit. In addition, the side valves 94 of 
the described embodiment are maintained closed if the pressure within the 
side manifold 32 exceeds a predetermined pressure, such as about 35 psi. 
When alternative fuels, such as propane, natural gas, butane, acetylene, 
etc., are used, it is believed that the maximum side manifold pressure 
could be at least about 50 psi. This feature prevents excessive pressure 
being injected into the cylinders 16 and possibly causing damage to the 
engine 10. 
When the engine speed is above 1500 rpm and the pressure within the side 
manifold 32 is at or below 35 psi, the side valves 94 of the described 
embodiment are opened and closed in the following manner. At the 
initiation of the power stroke (FIG. 8a), the side valve 94 is closed. As 
the piston 22 travels below the side port 34, the side valve 94 is opened 
to allow pressurized gas from the cylinder 16 to enter the side manifold 
32 via the interconnect assembly 36 to thereby provide pressurized gas to 
the manifold (FIG. 8b). When the piston 22 has travelled about 85% of its 
stroke length from the TDC position, the valve is closed to lock the 
pressure within the side manifold 32. The side valve 94 remains closed 
throughout the subsequent exhaust stroke. During the subsequent intake 
stroke, the side valve 94 is reopened when the piston 22 travels below the 
side port 34, about 50% of the stroke length from TDC position in the 
illustrated embodiment. Such opening of the side valve 94 allows 
pressurized gas to pass from the side manifold 32 and into the cylinder 16 
(FIG. 8c). Similar to the power stroke, the side valve 94 is closed at 
about 85% of the intake stroke. The above-described side valves 94 may be 
utilized with or without the utilization of fluid injection into the side 
manifold 32. The above-described control of the side valves is facilitated 
by operative interconnection between the valve control mechanism and the 
timing system of the engine (e.g., utilizing mechanical or electronic 
read-outs from the crank shaft or cams). 
In some situations, it may be desirable to have manual control over the 
actuation of the side valves 94. Accordingly, in one embodiment, a manual 
shut-off switch is operatively interconnected with the side valves 94 to 
provide for manual deactivation of the side valves 94, thereby placing 
each of the side valves 94 in the closed position. Such ability to 
manually close the side valves 94 may be useful when, for example, 
performing diagnostics on the engine 10. 
Since the side valves 94 of the described embodiment are actuated utilizing 
electronic solenoids, it is important that a reliable source of relatively 
constant voltage be provided. Without a source of relatively constant 
voltage, the solenoids may not properly function, thereby inhibiting 
proper performance of the engine. Accordingly, in another embodiment, a 
voltage sensor (not shown) is operatively interconnected with the 
solenoids to detect the amount of voltage being provided to the solenoids. 
If the voltage falls below or exceeds predetermined values, the voltage 
sensor will direct all solenoids to close the corresponding side valves 94 
so that the engine 10 can perform as a standard combustion engine. For 
example, in the described embodiment, the solenoids are designed to 
function utilizing a 12 volt source. The corresponding voltage sensor is 
designed to close the side valves 94 if the voltage source falls below 10 
volts or exceeds 15 volts. 
The foregoing description of the present invention has been presented for 
purposes of illustration and description. Furthermore, the description is 
not intended to limit the invention to the form disclosed herein. 
Consequently, variations and modifications commensurate with the above 
teachings, and the skill or knowledge of the relevant art, are within the 
scope of the present invention. The embodiments described hereinabove are 
further intended to explain best modes known for practicing the invention 
and to enable others skilled in the art to utilize the invention in such, 
or other, embodiments and with various modifications required by the 
particular applications or uses of the present invention. It is intended 
that the appended claims be construed to include alternative embodiments 
to the extent permitted by the prior art.