Abstract:
A pressure surface is propelled within an engine chamber. Air is introduced into the chamber. The air in the chamber is compressed with the pressure surface. The compressed air is charged with fuel. The fuel is combusted to propel the pressure surface within the chamber. The air and the combusted fuel are exhausted from the chamber. A turbocharger is powered with the exhaust to compress air to an extremely high level, 20+ atmospheres. The air compressed by the turbocharger is passed into the chamber to propel the pressure surface in the chamber without additional fuel. Since compressing the high pressure air in the chamber would cancel the gains of the previous cycle and possibly damage the engine, this invention proposes to open the exhaust valve at the bottom of the intake stroke to relieve the excess pressure, close the exhaust valve and compress the remaining air in the cylinder.

Description:
BACKGROUND OF THE INVENTION 
   In the normal operation of a four cycle internal combustion engine, it is often considered that about one third of the heat energy is dissipated with the radiator, one third goes out the exhaust, and the remaining third is used to do the work. 
   The two thirds of the heat not engaged in the working of the engine is wasted energy. Capturing this wasted energy and putting it to use in the working of the engine would increase the fuel efficiency of the engine. This invention proposes a method to recover some of the wasted energy by the use of the turbocharger. 
   A turbocharger uses the exhaust energy to compress air for use in the combusting of fuel. The increased combustion of fuel causes more exhaust energy, which leads to increased combustion, which leads to increased exhaust. This regeneration cycle causes the increased output to spiral out of control which, if not interrupted, will lead to the destruction of the engine and/or turbocharger. 
   The normal way to control the output of the turbocharger, is to use a waste gate on the exhaust feed to the turbocharger. The waste gate is correctly named as it bypasses (wastes) exhaust energy. This energy therefore is not returned to the engine. 
   If a method of internal control could be devised, turbocharger could be allowed to operate at full output without regenerating out of control, therefore returning much more of the exhaust energy back into the operation of the engine in the form of greatly increased manifold pressure. 
   This high pressure (20+) atmosphere, would propel the sliding surface (piston) within the chamber on the intake cycle. This would amount to a power stroke achieved without the expenditure of fuel. 
   However, when the sliding surface is at the bottom of the intake stroke, attempting to compress the high pressure contents of the chamber would cancel the gains of the high pressure intake cycle, and possibly damage or destroy the engine. 
   The proposal of this invention is to vent the high pressure contents of the chamber with the use of the exhaust valve—opening the exhaust valve at approximately bottom dead center, venting the pressure, and closing the exhaust valve with a normal cylinder volume—. The cycles to follow, compression, fuel injection, ignition, power, and exhaust would then be done in a normal manner. 

   
     DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is schematic view of a cylinder assembly upon which the present invention process operates. 
       FIGS. 2-9  are schematic views of a cylinder assembly representing various stages of the present invention improved engine process. 
       FIG. 10  is schematic view of one possible multiple cylinder assembly upon which the present invention process operates. 
       FIG. 11  is a flow chart illustrating a first embodiment of the present invention improved engine process. 
       FIG. 12  is a flow chart illustrating a second embodiment of the present invention improved engine process. 
       FIG. 13  is a flow chart illustrating one embodiment of alternative subsequent steps to the embodiment of the present invention improved engine process illustrated in  FIG. 11 . 
       FIG. 14  is a flow chart illustrating another embodiment of alternative subsequent steps to the embodiment of the present invention improved engine process illustrated in  FIG. 11 . 
   

   DETAILED DESCRIPTION OF THE INVENTION 
     FIG. 1  illustrates a cylinder assembly  2  of an engine upon which the present invention engine process operates. Cylinder assembly  2  includes housing  4 , intake port  6 , intake valve  8 , chamber  10 , pressure surface  12 , connecting rod  14 , crankshaft  16 , fuel injector  18 , exhaust valve  20 , exhaust port  22 , turbocharger  24 , throttle  26 , waste gate  28 , and a sensing and controlling systems (not shown). 
   Chamber  10  is the combustion chamber or engine cylinder where fuel is burned to produce a driving force acting on pressure surface  12 . Pressure surface  12  is any pressure surface movable within chamber  10  in response to a driving force, such as fuel combustion. 
   Fuel injector  18  is any apparatus for introducing fuel into chamber  10 . Fuel injector  18  may be, but need not be, a conventional fuel injector. 
   A piston is one example of a pressure surface  12 . Movement of pressure surface  12  within chamber  10  translates through connecting rod  14  to rotate crankshaft  16 , producing engine power. 
   Intake port  6  is the channel through which air, or any other oxygen source for the combustion process, is provided into chamber  10 . Intake valve  8  controls the flow of air into chamber  10 . 
   Similarly, exhaust port  22  is the channel through which air and combusted fuel are exhausted from chamber  10 . Exhaust valve  20  controls the flow of air and combusted fuel out of chamber  10 . 
   Turbocharger  24  is any apparatus for using exhaust gases to produce compressed air or some other type of compressed gas. While shown as a single device, turbocharger may, alternatively be embodied in multiple device acting in concert to achieve the compression. 
   Throttle  26  is any device for reducing the output of turbocharger  24 . Throttle  26  is useful for controlling the amount of air compressed by turbocharger  24 . In a similar vein, waste gate  28  is any type of assembly for redirecting exhaust away from turbocharger  24  to control the output of turbocharger  24 . 
   The sensing system is useful for determining the needs of throttle  26  and waste gate  28 . The controlling system is useful for providing the control of throttle  26  and waste gate  28  in response to input from the sensing system. 
     FIGS. 2-9  illustrate cylinder assembly  2  at various stages of an engine process. Each of  FIGS. 2-9  represents a stage in the process. This engine process is cyclical and continuous in nature. Once started, at least some of the steps in the process repeat cyclically during the operation of the engine. 
   The process of the present invention relates to the operation of pressure surface  12  within chamber  10 . Crankshaft  16  and connecting rod  14  are included in the Figures to enhance understanding of the present invention, but are not necessary to the present invention. Additionally, while crankshaft  16  is shown rotating in a clockwise direction, the direction in which crankshaft  16  rotates is immaterial to the present invention. 
     FIG. 2  represents one stage in the cycle of the engine process. While shown as the first step,  FIG. 2  is not necessarily the first step in the process, since the process is cyclical and may start at any stage. 
   In  FIG. 2 , air  30  is introduced into engine chamber  10 . While air  30  is entering chamber  10 , chamber  10  is enlarged by moving pressure surface  12 . Intake valve  8  is open to allow air  30  to enter chamber  10 . Exhaust valve  20  is closed to prevent air  30  from being exhausted at this stage. 
     FIG. 3  shows a stage where air  30  in chamber  10  is compressed. During this stage, pressure surface  12  is moved to reduce the size of chamber  10 . Intake valve  8  is closed to prevent the escape of air  30  from chamber  10 . Exhaust valve  20  is open at approximately the bottom of the dead center, but closes at some point prior to the stage represented in  FIG. 4 . 
   Illustrated in  FIG. 4  is the stage of the process whereby fuel  32  is injected into chamber  10 . This stage is usually when pressure surface  12  is at or very near a position commonly called top dead center. Both intake valve  8  and exhaust valve  20  are closed to prevent the escape of air  30  from chamber  10 . 
   Represented in  FIG. 5  is the stage where gas from the combusted fuel  32  drives pressure surface  12  to increase the size of chamber  10 . This stage is often referred to as a power stroke since expanding gas from the combustion of fuel  32  creates power which the engine translates into movement. Both intake valve  8  and exhaust valve  20  are closed to prevent the escape of air  30  and combusted fuel  34  from chamber  10 . 
     FIG. 6  shows the stage where air  30  and the combusted fuel  34  are exhausted from chamber  10 . The exhausted air  30  and combusted fuel  34  are commonly referred to together as exhaust  36 . During this stage, exhaust  36  passes through turbocharger  24 . In response, turbocharger  24  generates compressed air  38  ( FIG. 7 ) for use in chamber  10 . Intake valve  6  is closed to prevent exhaust  36  from entering intake port  6 . 
     FIG. 7  shows one of the unique features of the present invention. Intake valve  8  is opened to allow compressed air  38  to be directed into chamber  10  to propel pressure surface  12  in chamber  10 . As illustrated in this Figure, compressed air  38  drives pressure surface  12  down to produce rotational movement in crankshaft  16 . Compressed air  38  drives pressure surface  12  for this entire downward stroke. This movement is a second power stroke since it creates power which the engine translates into movement. As the process cycles, this stage may take the place of the stage shown in  FIG. 2 . Exhaust valve  20  is closed to prevent compressed air  38  from being vented during this stage. 
     FIG. 8  illustrates the stage where a portion of the compressed air  38  is vented. A portion of the compressed air  38  is vented, by opening exhaust valve  20  at approximately the bottom dead center, in order to allow pressure surface  12  to return and again reduce the size of chamber  10 . As it is vented, compressed air decompresses. Intake valve  8  is closed to prevent compressed air  38  from being vented into intake port  6 . 
   In  FIG. 9 , the exhaust valve  20  is closed in order for the remainder of the compressed air  38  to be recompressed. This recompression is similar to the compression shown in  FIG. 3  and may take the place of the compression shown in  FIG. 3  as the process cycles. Intake valve  8  and exhaust valve  20  are closed to prevent venting of compressed air  38 . 
     FIGS. 11-14  are flow charts representing steps of embodiments of the present invention. Although the steps represented in  FIGS. 11-14  are presented in a specific order, the present invention encompasses variations in the order of steps. Furthermore, additional steps may be executed between the steps illustrated in  FIGS. 11-14  without departing from the scope of the present invention. 
   Air is introduced  40  in a chamber. In one embodiment, the chamber is an engine cylinder. 
   Air is compressed  42  in the chamber with a pressure surface. In one embodiment, the pressure surface includes a piston. 
   The compressed air is charged  44  with fuel. The fuel is combusted  46  to propel the pressure surface within the chamber. The air and the combusted fuel are exhausted  48  from the chamber. A turbocharger is powered  50  with the exhaust, to compress air. The compressed air is passed  52  into the chamber to propel the pressure surface in the chamber. A portion of the compressed air is vented  54  at approximately at the bottom of the dead center from the chamber. The remaining air in the chamber is compressed  56 . The cycle then repeats by returning to step  44  to charge the air in the chamber with fuel. 
     FIG. 12  represents an alternate embodiment of the present invention engine process, wherein a plurality of pressure surfaces is driven within a plurality of engine chambers. 
   Air is introduced  58  into a first one of chambers. Air is compressed  60  in the first chamber with a first one of pressure surfaces. The compressed air is charged  62  with fuel. The fuel is combusted  64  to propel the first pressure surface within the first chamber. The air and the combusted fuel are exhausted  66  from the first chamber. 
   A turbocharger is powered  68 , with the exhaust to compress air. The compressed air is passed  70  into a second one of chambers to propel a second one of pressure surfaces in the second chamber. A portion of the compressed air is vented  72  at approximately at the bottom of the dead center from the second chamber. The remaining air is compressed  74  in the second chamber. 
   The compressed air is charged  76  with fuel. The fuel is combusted  78  to propel the second pressure surface within the second chamber. The air and the combusted fuel are exhausted  80  from the second chamber. A turbocharger is powered  82 , with the exhaust to compress air. 
   The compressed air is passed  84  into a third one of chambers to propel a third one of pressure surfaces in the third chamber. A portion of the compressed air is vented  86  at approximately at the bottom of the dead center from the third chamber. The remaining air is compressed  88  in the third chamber with a third one of the pressure surfaces. The compressed air is charged  90  with fuel. The fuel is combusted  92  to propel the third pressure surface within the third chamber. 
   The air and the combusted fuel are exhausted  94  from the third chamber. A turbocharger is powered  96  with the exhaust, to compress air. The compressed air is passed  98  into the first one of the chambers to propel the first pressure surface in the first chamber. A portion of the compressed air is vented  100  at approximately at the bottom of the dead center from the first chamber. 
   The remaining air is compressed  102  in the first chamber with a first one of the pressure surfaces. The compressed air is charged  104  with fuel. The fuel is combusted  106  to propel the first pressure surface within the first chamber. The cycle then repeats  108  by returning to step  66  to form a cycle. 
   The foregoing description is only illustrative of the invention. Various alternatives, modifications, and variances can be devised by those skilled in the art without departing from the invention. Accordingly, the present invention embraces all such alternatives, modifications, and variances that fall within the scope of the described invention