Abstract:
A reversible heat, constant pressure 2-cycle engine that takes ambient air and heats it up before mixing it with fuel, so that even a very lean mixture of air and fuel is highly combustible, to provide increased fuel economy and decreased fuel consumption when compared to conventional 4-stroke engines. Once a power stroke occurs with the very lean mixture, exhausted hot gases are directed to a turbine wheel. After work is taken from the hot gases and they are no longer combustible, they are returned to the atmosphere at ambient temperature. Also, the two-cycle present invention engine has a power stroke every revolution, instead of every other revolution as in conventional 4-stroke engines, which allows the present invention to be smaller in size while producing twice the power of conventional 4-stroke engines. No valve springs, camshafts, high-pressure fuel pumps, radiators, distributors, or mufflers are required with the present invention engine.

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
     None. 
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to the field of engines, specifically to a constant pressure adiabatic compound engine that uses very hot air for induction to attain high fuel efficiency and reduced emissions in exhaust gases. It runs very lean, operates with a wide-open intake, and has an exhaust that is not combustible and returned to the atmosphere at ambient temperature. It also has an offset crankshaft for increased torque and increased thermal efficiency, as well as air intake valves that are opened and closed by pressure differential. 
     2. Description of the Related Art 
     Conventional engines, such as the four stroke engines commonly used in motor vehicles, are typically large and burn a rich air/fuel mixture with incomplete combustion that creates polluting exhaust emissions. In contrast, the present invention engine is more cost effective to operate, it depletes energy resources at a much slower rate, and its emissions have significantly less impact on the environment. Cost effective operation results from the present invention burning a very lean air/fuel mixture, as well as the fact that when fully dressed and assembled the present invention utilizes approximately 45% less space by volume while producing twice the power of conventional power plants having the same cubic displacement. The present invention engine reduces fuel consumption by utilizing the potential energy stored in the very hot cooling air used to cool the engine, which is generally wasted as radiator heat by conventional engines. The present invention engine also has an offset crankshaft for increased torque and increased thermal efficiency over conventional four-stroke engines, as well as air intake valves that operate silently and quietly since they are opened and closed by pressure differential. A further difference between the present invention and conventional engines is that the exhaust gases of the present invention engine have substantially reduced emissions, are not combustible, and are returned to the atmosphere at ambient temperature. Motor vehicles with conventional engines also require a camshaft with an expensive valve train, high-pressure fuel pump, radiator, distributor, and a muffler, none of which are required during use of the present invention. There is no engine known with the same features and components as the present invention, nor all of its advantages. 
     BRIEF SUMMARY OF THE INVENTION—OBJECTIVES AND ADVANTAGES 
     The primary object of this invention is to provide an engine that is able to bum a very lean fuel/air mixture for high fuel efficiency and economy. It is also an object of this invention to provide an engine that causes near total combustion, thereby reducing exhaust heat and cooling heat as an energy loss. A further object of this invention is to provide an engine that releases exhaust gases to the atmosphere that are not combustible and near ambient temperature. It is also an object of this invention to provide an engine that eliminates many of the parts/accessories required by conventional engines. A further object of this invention is to provide an engine that while smaller in size is able to produce approximately twice the horsepower of conventional engines with similar displacement. 
     As described herein, properly manufactured and used, the present invention is a cost efficient engine that depletes energy resources at a much slower rate than conventional 4-stroke engines, and has cleaner emissions for significantly less an impact on the environment. The present invention engine reduces fuel consumption by utilizing the potential energy stored in the very hot cooling air used to cool the engine, which is generally wasted as exhaust by conventional engines. It also burns a very lean air/fuel mixture and has an offset crankshaft for increased torque and increased thermal efficiency. Further, air intake valves in the present invention operate quickly and silently since they are opened and closed by pressure differential, instead of requiring the use of a camshaft with an expensive valve train. The potential energy stored in the very hot cooling air is used to warm the induction air that is mixed with the fuel. The hot induction air is then compressed by the piston and forced into the venturi of the injector. The velocity of the hot air educts fuel from the injector and drives the combustible mixture to the spark plug, where it is ignited. The combustible mixture then expands and is forced onto the top of the piston where it explodes into a very lean burn and produces a power stroke. The lean burn permits the complete burning of fuel, and emissions are all but eliminated. The complete burn creates the partial vacuum that is responsible for the opening of the air intake valves, which allow fresh air to again enter the cylinder for the next power stroke. After combustion, as the top of the downwardly moving piston nears the exhaust ports, the air intake valves are still closed. When the exhaust ports are finally uncovered, a pressure drop occurs that causes the air intake valves to open (with manifold pressure behind it). The cylinder is now ventilated with a fresh charge of air to be compressed. As the piston starts moving upwardly again to compress the new charge of hot air, the pressure in the cylinder increases and causes the air intake valves to close. Further, as the piston nears top dead center, air is forced to enter the injector whereby its design lets fuel to enter the air stream due to the venturi. Until it hits the igniter, the fuel and air mixture is in laminar flow. The flow changes to turbulence when the mixture hits the igniter, and only then is it ignited. The exhaust gases exiting the cylinder turn an impeller, the energy of which is directed by a sprag clutch to the crankshaft that moves the pistons. One important difference between the present invention and conventional engines is that the exhaust gases of the present invention engine have substantially reduced emissions and are not combustible. Also, the exhaust gases are returned to the atmosphere at near ambient temperature. Further, motor vehicles with conventional engines also require a camshaft with an expensive valve train, high-pressure fuel pump, radiator, distributor, and a muffler, none of which are required during use of the present invention. When fully dressed and assembled, the present invention utilizes approximately 45% less space by volume while producing twice the power of conventional power plants having the same cubic displacement. 
     While the description herein provides preferred embodiments of the present constant pressure adiabatic compound engine, it should not be used to limit its scope. For example, variations of the present invention, while not shown and described herein, can also be considered within the scope of the present invention, such as variations in the size of the turbine; the fuel pressure maintained by the low-pressure fuel pump; the ratio of fuel/air used for combustion; the configuration of and type of material used for the air intake valves; the size and number of exhaust ports; and the configuration of the venturi. Thus, the scope of the present invention should be determined by the appended claims and their legal equivalents. rather than being limited to the examples given. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
     FIG. 1 is a front view of the most preferred embodiment of the present invention constant pressure adiabatic compound engine. 
     FIG. 2 is a front view of the most preferred embodiment of the present invention engine having its heated air tube connected to an air filter and blower, with the hot exhaust being used to pre-heat atmospheric air before it enters a cylinder. 
     FIG. 3 is a sectional side view of the most preferred embodiment of the present invention engine. 
     FIG. 4 is an enlarged sectional view of a cylinder in the most preferred embodiment of the present invention engine having its air valves open. 
     FIG. 5 is a plan view of the most preferred embodiment of the present invention engine. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The object of the present invention constant pressure adiabatic compound engine is to burn fuel at a very lean mixture. To do this, the potential energy stored in the very hot cooling air is used to warm the induction air that is mixed with the fuel. The severe pre-ignition normally caused by this type of arrangement is prevented in two ways. First, the crankshaft T is offset and past top dead center when the piston R is at the top of its stroke. Thus, if pre-ignition does occur, it would only cause crankshaft T to rotate in the direction of design that all automotive engines rotate. Second, the igniter C is not timed, as with a distributor, but is a multiple spark system that fires continuously, with the injection of the fuel being coordinated with ignition. The fuel is ignited only when the hot compressed induction air is forced by piston R into the venturi of the injector B; where the velocity of the hot air educts fuel from injector B and drives the combustible mixture to the spark plug (igniter C), where it is ignited. A low-pressure fuel pump (not shown) governs engine speed, and no high-pressure fuel pump is required. Upon reaching igniter C, the flow changes from laminar to turbulent. Ignition can only occur in a turbulent environment. The combustible mixture then expands and is forced onto the top of the piston R where it explodes into a very lean burn and produces a power stroke. The power stoke is started when the burn is leaned with the air in the combustion chamber. The lean burn permits the complete burning of fuel, and emissions are all but eliminated. Further, the air intake valves A are opened and closed by pressure differential. It is the complete burn creating a partial vacuum that is responsible for the opening of the air intake valves A that allows fresh air to again enter the cylinder P for the next power stroke. The offset crankshaft T design increases torque, permitting the piston R to accelerate from the scene of combustion faster, thereby reducing heat transfer to the cylinder heads and the cooling system (including cooling fins F), and increasing thermal efficiency. After combustion, as the top of the downwardly moving piston R nears the exhaust ports S, the air intake valves A are still closed. When the exhaust ports S are finally uncovered, a pressure drop occurs that causes the air intake valves A to open (with manifold pressure behind it). The cylinder P is now ventilated with a fresh charge of air to be compressed. As piston R starts moving upwardly again, the pressure in cylinder P increases and causes the air intake valves A to close. Further, as the piston R nears top dead center, air is forced to enter the injector B whereby its design lets fuel to enter the air stream due to the venturi. Until it hits the igniter C, the fuel and air mixture is in laminar flow. The flow changes to turbulence when the mixture hits igniter C. When ignition takes place, the burn is rich to stoichometric, expanding to return to the combustion chamber (cylinder P) where the bum becomes very lean, generating a power stroke. The energy of ten-inch impeller D being turned by the velocity of the exhaust gases, after the downward power stroke uncovers exhaust ports S, is directed by a one-way sprag clutch E to crankshaft T. The crankshaft T of the present invention engine dues not drive impeller D. Further, the crank journals are laid out to provide 90° power impulses. In addition, since no crankshaft with an expensive valve train is required, lubrication would be simple. 
     In the most preferred embodiment of the present invention, although not limited thereto, the cylinder heads P are cooled with preheated air coming from a six-inch diameter air pump or blower M, which derives its source of air from an air cleaner (air strainer H). The cooling air initially enters an air strainer H from the atmosphere and then enters the air inlet (via air intake valves A) at the top of the cylinder P, passes down through cylinder P and out the air outlets (exhaust ports S) at the bottom of cylinder P, after which it moves through an air filter G, which preferably has a fine mesh. The six-inch diameter blower M draws this hot air from air filter G and discharges it into an air box N where it is used for combustion products. Air box pressure N opens the air intake valves A near the top of cylinder P, when the exhaust ports S in cylinder P are opened and pressure decay occurs. As the engine warms up and the air inside the cooling walls of cylinders P becomes warm to hot, this air becomes the source of induction to the suction side of the six-inch diameter blower M. This cycle is thermotaxis. The cylinders P are also cooled by the air pump or blower M, which is always running by the engine. This air is then directed to the intake manifolds. The exhaust gases are expelled at velocity and directed to an impeller or turbine wheel D, the energy of which is directed to crankshaft T by one-way sprag clutch E. The exhaust is no longer combustible and after work in the form of heat is taken from the very hot gases, it is returned to the atmosphere at very nearly the same temperature that it was drawn in. In the most preferred embodiment of the present invention, although not limited thereto, impeller D would have a diameter dimension of approximately ten inches. Ignition would be a multiple spark, and no distributor is required. Also, no muffler is required since the exhaust temperature is very close to atmospheric temperature. In addition, cooling fins F are cast within the cooling jackets to increase cooling area, preferably by the lost wax method. The lube pump W is driven externally with the coged belt that drives the six-inch blower M. Further, in the most preferred embodiment of the present invention it is preferred for the offset crank T in relation to the center-line of cylinder P to be approximately one-half inch. Side thrust is comparable to a conventional engine. Preferred material for air intake valves A is inconel or niconel, which are incapable of softening after heating. Fuel pressure controls speed. Air intake valves A open and close rapidly, and are silenced due to the air cushion present prior to seating, with the cushioning on one side provided by blower M and the cushioning on the other side provided by combustion pressure. Further, inertial forces are not equal, since the speed of the piston is greater at the top of the stroke than at the bottom. 
     FIG. 1 is a front view of the most preferred embodiment of the present invention constant pressure adiabatic compound engine, showing two cylinders P- 1  and P- 2  each with an igniter C extending through its upper surface. The two cylinders P- 1  and P- 1  are positioned relative to each other so that igniters C are angled away from one another. The air used for combustion in cylinders P- 1  and P- 2  is drawn from air box N. Although not shown, the most preferred embodiment of the present invention has two additional cylinders, P- 3  and P- 4  positioned directly behind cylinders P- 1  and P- 2 . FIG. 1 further shows the tubing J- 2  used to bring cooling air to the left bank of cylinders (P- 2  and the cylinder directly behind P- 2 ). The tubing J- 1  used to bring cooling air to the right bank of cylinders (P- 1  and the cylinder directly behind P- 1 ) is not shown in FIG. 1, however, tubing J- 1  is shown in FIG.  2 . Further, a hot air outlet K extends from the bottom portion of each cylinder P. Tubing L connects hot air outlet K to air filter G. Also identified in FIG. 1 are blower M, impeller/turbine D, and the exhaust to atmosphere Z. 
     FIG. 2 is also a front view of the most preferred embodiment of the present invention engine, which reveals additional features thereof. FIG. 2 show two cylinders P- 1  and P- 2  each with a connecting rod U that is used to raise and lower the top piston surface R. The lower ends of connecting rods U- 1  and U- 2  are secured to crank T. Although not shown, it is contemplated for the most preferred embodiment of the present invention to have two additional cylinders, P- 3  and P- 4 , a different one of which is positioned directly behind cylinder P- 1  and P- 2 . Even though components are identified herein only by a letter designation, for ease of identification in FIG. 2, when components are related to a particular cylinder P- 1  or P- 2 , the component will also display the appropriate numeric designation of “- 1 ” or “- 2 ”. For example, in FIG. 2 the air intake valves A are individually marked as A- 1  and A 2 , while connecting rods U are individually marked as U- 1  and U- 2 . For illustrative purposes only, cylinder P- 2  has an igniter C extending through its upper surface, whereas during operation both cylinders P- 1  and P- 1  would require an igniter C. FIG. 2 shows each cylinder P- 1  and P- 2  having a fuel injector B, cooling fins F, and an exhaust port S. In cylinder P- 1 , both air intake valves A- 1  are shown in a closed configuration that blocks air inflow into cylinder P- 1 , while both air intake valves A- 2  are shown in an open configuration that allows air to flow into cylinder P- 2 . The air used for combustion in cylinders P- 1  and P- 2  is drawn from air box N. Prior to reaching air box N, the air travels through an air strainer H. FIG. 1 further shows the tubing J- 1  and J- 2 , respectively used to bring cooling air to the right and left bank of cylinders P via cooling fins F- 1  and F- 2 . Although L-s is not shown in FIG. 2, tubing L- 1  and L- 2  respectively connect hot air outlet K- 1  and K- 2  to air filter G. Also identified in FIG. 2 is the approximate positioning of oil pump W, which is driven externally by the same coged belt that drives blower M. Since discharge tubing pieces L- 1  and L- 2  are connected to air filter G and the blower M (shown in FIG.  1 ), the hot discharge from the most recent combustion event in cylinders P can be used to pre-heat atmospheric air before it enters cylinders P for the next combustion event. 
     FIG. 3 is a sectional side view of the most preferred embodiment of the present invention engine showing two cylinders P- 1  and P- 2 , each having cooling fins F. In cylinder P- 1 , the top piston surface R- 1  is fully raised and positioned near the top end of cylinder P- 1 . In contrast, cylinder P- 2  is in a fully lowered position revealing exhaust ports S. U- 1  and U- 2  respectively identify the connecting rods that raise top piston surfaces R- 1  -and R- 2  so that subsequent power strokes can begin. FIG. 3 also shows the lower ends of connecting rods U- 1  and U- 2  secured to a crank T, and an oil pump W positioned in the vicinity of crank T. The arcuate counterclockwise arrow adjacent to crank T shows its direction of movement. To the left of cylinder P- 1 , FIG. 3 shows impeller/turbine D, blower M, and a sprag clutch E and belt X. The exhaust gases (not shown) are expelled from cylinders P at velocity and directed to impeller/turbine D, the energy of which is directed by sprag clutch E and to crankshaft T. For the most preferred embodiment of the present invention, impeller/turbine D is approximately ten inches in diameter and blower M is approximately six inches in diameter. FIG. 3 also shows a crankshaft V-belt pulley V and a compressor V-belt Q between impeller/turbine D and cylinder P- 1 . To the left of impeller/turbine D, FIG. 3 shows the exhaust to atmosphere Z. Belts X and Q are engine driven. 
     FIG. 4 is an enlarged sectional view of a cylinder P in the most preferred embodiment of the present invention engine having its two air valves A in an open position. After a combustion event, the top piston surface R is lowered within cylinder P. As exhaust ports S (shown in FIG. 2) are exposed by top piston surface K the exhaust gases (not shown) leave cylinder P and are replaced by new air (not shown) from air box N. As connecting rod U again raises top piston surface R, both air intake valves A are forced into a closed position, and the new air is trapped, compressed, and directed toward the precombustion chamber adjacent to igniter C. A low-pressure fuel pump (not shown) adds fuel to the new air in the precombustion chamber communicating with igniter C via fuel injector B, after which igniter C fires and causes the air/fuel mixture to expand back into cylinder P and force top piston surface R away from air intake valves A for repeated power strokes. The cooling fins F shown in FIG. 4 are used for cooling cylinder P. 
     FIG. 5 is a plan view of the most preferred embodiment of the present invention engine, showing the relative locations of four cylinders, P- 1 , P- 2 , P- 3 , and P- 4 . Impeller/turbine D, air box N, and air filter G are respectively identified relative to cylinders P- 1 , P- 2 , P- 3 , and P- 4 . FIG. 5 further shows air strainers H pre-treating air before it enters cylinders P- 1 , P- 2 , P- 3 , and P- 4 , and tubing L returning the hot exhaust from cylinders P- 1 , P- 2 , P- 3 , and P- 4  to air filter G. In addition, FIG. 5 shows the positioning of impeller/turbine D, blower M, compressor V-belt Q, and the exhaust to atmosphere Z relative to cylinders P- 1 , P- 2 , P- 3 , and P- 4 .