Patent Publication Number: US-2004055563-A1

Title: Interchangeable 2-stroke or 4-stroke high torque power engine

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
     [0001] This is a continuation-in-part of application Ser. No. 10/252,927 file date Sep. 24, 2002 titled: Engine with 1-way clutch between a piston and power shaft. 
    
    
     
       FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT  
       [0002] Not applicable.  
       BACKGROUND OF THE INVENTION  
       [0003] Engines that transmit an offset piston&#39;s power to a straight power shaft have been attempted since at least 1921, e.g. U.S. Pat. No. 1,365,666 but have not had practical success though they inherently offer high torque and high fuel efficiency. Their weakness lies in using many energy absorbing moving parts and combustion chambers to convert the piston&#39;s reciprocating rectilinear motion to the power shaft&#39;s unidirectional rotary motion which has made them inefficient and impractical, e.g. U.S. Pat. Nos. 2,239,663 and 5,673,665. For this reason, the simple, exhaust polluting, inefficient but reliable crankshaft engine survives as the search for a better power source continues.  
       [0004] Enormous funds and research have been poured into fuel cells, electric vehicles, rotary engines and crank engine hybrids for years in an unsuccessful effort to replace the ubiquitous crank engine.  
       [0005] The crank engine is very fuel inefficient because the two angles at both ends of the connecting rod of length L and the crank angle α (FIG. 14) combine to slow the piston&#39;s speed, which traps the very rapidly expanding combustion gases in a small chamber. The gases build up very high heat and pressure at and near tdc. Here, nearly all the force from the pressure is vectored against the crankshaft&#39;s bearings instead of rotating it. Parts inertia is combined with extra fuel on each power stroke to overcome the angles&#39; resistance. The result is excess exhaust pollution and waste heat. The waste heat is lost and the pollutants are partly scrubbed from the exhaust when it is too late.  
       [0006] The pollution and the waste heat must be reduced in the combustion chamber by converting them to mechanical motion with a more complete burn. To do that, all the rod and crank angles must be zero during the entire power stroke but that is impossible in a crank engine. The following mathematics explains why:  
       [0007]FIG. 14 is a schematic that represents a crank engine. FV 1 , FV 2 , FV 3  are force vectors that come from burn pressure driving the piston  38 . FV 1  is along a radial of the crankshaft axis C. Only FV 3 , being tangent to the crank circle d, rotates the shaft where FV 3 =FV 1 (Cos θ)(Cos Φ). FV 1 (1)(0)=0. When FV 2  is tangent to circle d, Cos Φ=1.0 and Tan θ=r/L and θ=Tan −1 (r/L) from which Cos θ is found. The efficiency at that point is FV 3 /FV 1 =Cos θ. The importance of angle θ=Tan −1 (r/L) will be shown below.  
       [0008] The ratio of the displacement M along the crank circle d to the piston&#39;s displacement a at any chosen crank angle α is easily found from FIG. 14. r is the crank arm length and α is in degrees:  
       [0009] r=b+a  
       [0010] a=r(1−Cos α)  
       [0011] M=παr/180  
       [0012] M/a=πα/[180(1−Cos α)] 
       [0013] For instance, when α=10°, M/a=11.49:1. At this point, the rod&#39;s slow crank end must go 11.49 times as far as the piston. The slower the crank&#39;s rotation, the longer the gases are trapped in a small chamber and the lower the engine&#39;s efficiency. It is known that this is where the confined hot, pressurized gases create most of the pollution and waste heat. The crank&#39;s angular efficiency:  
       [0014] Cos θ=FV 2 /FV 1   
       [0015] Cos Φ=FV 3 /FV 2   
       [0016] FV 2 =FV 1 (Cos θ)  
       [0017] FV 2 =FV 3 /Cos Φ 
       [0018] FV 3 =FV 1 (Cos θ)(Cos Φ)  
       [0019] FV 3 /FV 1 =(Cos θ)(Cos Φ) Crank engine&#39;s angular efficiency. It caps the burn efficiency.  
       [0020]FIG. 14 is also the basis for the following indented equations that lead to the Cos θ and Cos  101  equations in terms of crank angle α, length L and crank arm r:  
       [0021] 180−β=γ 
       [0022] γ+θ+Φ=180  
       [0023] β=90−α Note the rt. triangle (α+β+90)  
       [0024] 180−(90−α)=γ or 90+α=γ 
       [0025] (90+α)+θ+Φ=180  
       [0026] α+θ+Φ=90  
       [0027] n=r Sin α 
       [0028] Sin θ=(r/L)Sin α 
       [0029] θ=Sin −1 [(r/L)Sin α] 
       [0030] Cos θ=Cos {Sin −1 [(r/L)Sin α]} 
       [0031] α+Sin −1 [(r/L)Sin α]+Φ=90  
       [0032] Φ=90{α+Sin −1 [(r/L)Sin α]} 
       [0033] Cos Φ=Cos(90−{α+Sin −1 [(r/L)Sin α]})  
       [0034] The equations Cos θ, Cos Φ 0  are easily solved with a hand calculator. For instance, they give the angular efficiency=22.4% when α=10°; r=1.5″; L=5.0″. Since the burn efficiency is low (See M/a above) the total efficiency has to be much less than 22.4% in this example. The efficiency increases as α increases but the combustion pressure decreases as α increases. A higher rpm increases efficiency but that has reached its limit and it is not good enough.  
       [0035] The importance of angle θ=Tan −1 r/L now follows. That is when FV 2  is tangent to the circle d at the arm r which makes angle Φ=0.0 and Cos Φ=1.0. The angular efficiency is Cos θ=Cos(Tan −1 r/L). In the example above where r=1.5″; L=5.0″; FV 3 /FV 1 =Cos θ=95.8°/. Extend L relative to r so that angle θ goes to 0.0. Then  
             Lim                 C       θ   →   0.0          o                 s                 θ     =     1.0   .                   
 
       [0036] (This is the foundation for differential calculus). That makes the angular efficiency FV 3 /FV 1 =(Cos θ)(Cos Φ)=(1)(1)=100% because there is no angular resistance since the angles θ, Φ disappear. The variable angle α disappears. The crank arm r disappears. The variable length torque arm n (FIG. 14) which requires torque buildup is replaced by the fixed length torque arm r′ (FIG. 15) which gives instant peak torque.  
       [0037] Unlike the crank, FV 1  in this invention (FIG. 15) is always directed to rotating the output shaft  8  rather than directed against the shaft&#39;s bearings. FV 1  is transmitted with both angles θ, Φ=0.0 through the entire power stroke. The M/a=1:1 through the entire stroke. The circumference d′ replaces the crank circle d in FIG. 14. Motion is transmitted through the fixed length torque arm r′ to the output shaft  8 .  
       BRIEF SUMMARY OF THE INVENTION  
       [0038] This is a high torque power, fuel-efficient engine that can be easily switched between a 2-stroke and a 4-stroke. A pair of combustion cylinders and their related pairs of parts, including 1-way clutches, are connected by an idler gear to make the basic 2-stroke engine. A third idler connects two pairs to make a 4-stroke engine. Computer controlled ignition allows power stroke overlap by equally spaced-apart applied power. The crankshaft is replaced by a straight power shaft.  
       [0039] A rugged 1-way clutch transmits power between the power piston and the output shaft. The piston is offset from the shaft&#39;s axis by the radius of the 1-way clutch at the point where it engages the piston connecting rod. Though conventional 1-way clutches will work, many are inefficient because they transmit motion between the races through two vectors. One vector is parallel to the clutch radial, which does not transmit motion. Instead, its energy is converted to waste heat that can contribute to early clutch failure. A preferred 1-way clutch that efficiently transmits torque between its races perpendicular to a clutch radial is described below with reference to FIGS.  7 - 13 .  
       [0040] The math below can be used to calculate important values in designing a 2-stroke and a 4-stroke.  
       [0041] Objects of this invention include:  
       [0042] 1. easily interchanged between 2-stroke and 4-stroke;  
       [0043] 2. low cylinder expansion rate with a small bore, which allows more complete combustion of a small combustion charge resulting in high fuel efficiency;  
       [0044] 3. instant peak torque at the beginning of the power stroke;  
       [0045] 4. the 1-way clutch overrun feature allows deactivating pairs of pistons without load on the shaft;  
       [0046] 5. reduced mass engine compared to a crank engine;  
       [0047] 6. a rugged, breakaway 1-way clutch that is easily disassembled and reassembled for repairs;  
       [0048] 7. lightweight piston and rod due to compression forces only;  
       [0049] 8. piston always square in its cylinder reduces cylinder wear. 
     
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     [0050] In the drawings: FIGS. 2,3 show a representative 1-way clutch of any suitable design but a preferred rugged design in which motion is transmitted between races perpendicular to clutch radials is described with reference to FIGS.  7 - 13 . Number  89  refers to a cover plate in FIGS. 10,13 and to a cover plate with cartridge, including its elements in FIGS. 7,8. The outer race is referred to by its separate parts  5 A,  5 B and  5 C in FIGS. 7,8 and as a whole by the number  5  in the other FIGs. Number  82  and number  96  in FIGS. 7,8 refer to equivalent parts. The output shaft is represented by its axis  91  in FIG. 8. Parts are shown with solid lines in drive and dashed lines in overrun.  
     [0051]FIG. 1 is a side view showing how movement of parts is synchronized between a pair of pistons.  
     [0052]FIG. 2 is taken essentially along line  2 - 2  in FIG. 1 to show how motion is transmitted between a piston and a 1-way clutch through a gear mesh.  
     [0053]FIG. 3 shows how a belt or a chain replaces the gear mesh in FIG. 2.  
     [0054]FIG. 4 shows a means for decelerating and reversing pistons at the end of the stroke.  
     [0055]FIG. 5 shows two computer controlled pairs of cylinders combined with an energy storage device.  
     [0056]FIG. 6 shows a 4-stroke engine by combining two pairs with a third idler  40 A.  
     [0057]FIG. 6A focuses on separation of idler  40 A from the sector gears in FIG. 6 to create a 2-Stroke.  
     [0058]FIG. 7 shows an oblique view of the 1-way clutch with keystone shaped interlocking teeth on the outer race.  
     [0059]FIG. 8 is an exploded view of the several parts of the FIG. 7 clutch aligned along a shaft axis. Alternatively, pegs with matching holes replace the teeth in FIG. 7.  
     [0060]FIG. 9 is a side view of a replaceable clutch cartridge with its cover plate removed and casing broken away to show the internal elements of a hydraulic torque transmitting member.  
     [0061]FIG. 10 is a cross sectional along  10 - 10  in FIG. 9.  
     [0062]FIG. 11 is one embodiment of a mechanical torque transmitting member.  
     [0063]FIG. 12 is a second mechanical embodiment of a torque transmitting member.  
     [0064]FIG. 13 shows a cross sectional along  13 - 13  in FIG. 11.  
     [0065]FIG. 14 is a schematic of a crank engine used for mathematical reference in the text above.  
     [0066]FIG. 15 is a schematic of this invention used to mathematically compare with FIG. 14. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
     Underlying Mathematics  
     [0067] The discussion below references the following equations by their definitions, e.g. F lbf. Some complete equations are also included in the discussion.  
     [0068] Definitions:  
     [0069] 1 BTU=778 ft-lbf  
     [0070] 1 hp=550 ft-lbf/sec  
     [0071] 2πr′=length of 1-way clutch rim at connecting rod contact. (ft)  
     [0072] F—actual combustion force (lbf)  
     [0073] F′—fuel&#39;s ideal combustion pressure (psi)  
     [0074] Fr—fuel flow rate (lbm/sec.)  
     [0075] hp—shaft horsepower  
     [0076] Lo—Power losses (fraction of hp)  
     [0077] n—total number of pistons. 2,4,6, . . .  
     [0078] n/2—2 stroke. Number of equally spaced overlapping pistons cycling through the power stroke.  
     [0079] n 2 /2—2-stroke shaft power. (ft-lbf/sec).  
     [0080] n/4—4-stroke. Number of equally spaced overlapping pistons cycling through the power stroke.  
     [0081] n 2 /4—4-stroke shaft power. (ft-lbf/sec) See FIG. 6.  
     [0082] Qc—fuel&#39;s energy density. (BTU/lbm).  
     [0083] r′—1-way clutch radius at connecting rod contact. (ft). See FIG. 15.  
     [0084] r b —radius of cylinder. (in)  
     [0085] Rv—power shaft&#39;s rotation rate. (rpm)  
     [0086] Sp—shaft power+losses. (ft-lbf/sec.)  
     [0087] T—shaft torque. (lbf-ft)  
     [0088] Vp—piston&#39;s velocity. (ft/sec)  
     [0089] Equations:  
     [0090] Vp=π(r′)(Rv)/(30) Piston rod&#39;s speed and the 1-way clutch rim speed are equal at contact.  
     [0091] r′=60(Vp)/2π(Rv)=30(Vp)/π(Rv) r′ is central to this engine&#39;s design and operation.  
     [0092] Rv=30(Vp)/πr′ 
     [0093] Sp=550 hp(1+Lo)  
     [0094] Fr=(Sp)/(778Qc)  
     [0095] Fr=(F)(n 2 )(Vp)/[2(778)(Qc)] For a  2 -Stroke  
     [0096] F=2Sp/(n 2 Vp) For a  2 -Stroke  
     [0097] T=F(r′)  
     [0098] F′=F/[π(r b   2 )] 
     [0099] r b   2 =F/(πF′)  
     [0100] bore=2{square root}{square root over (F/(πF′))} 
     [0101] The advantage of overlap is evident in the next two examples that compare the number of cylinders in this smaller engine with the number of cylinders in a crank engine of equal power. The examples also show the power advantage of this engine&#39;s overlapping 2-stroke over its 4-stroke.  
     [0102] 1. Example of this 2-stroke engine with n cyls. vs. the number of crank engine cyls. of equal power:  
     [0103] Let n=6 then n 2 /2=18 crank engine cyls.  
     [0104] 2. Example of this 4-stroke engine with n cyls. vs. the number of crank engine cyls of equal power:  
     [0105] Let n=8 (two banks of 4 pistons each in FIG. 6) then n 2 /4=16 crank engine cyls.  
     [0106] The deactivation feature also makes a 4-Stroke bank combined with 2-Stroke pairs advantageous.  
     [0107] Discussion.  
     [0108] A pair of combustion cylinders  33  and related pairs of parts that include a pair of 1-way clutches (FIGS.  1 - 3 ) make the basic 2-stroke engine in this invention. The clutch&#39;s inner race  4  is keyed to the power shaft  8 . The outer race  5  carries a sector gear  12 . Each gear  12  engages an opposite side of idler  40  whereby synchronous reverse motion is transmitted between the power piston  38  to the second piston  38  in the pair as the inner race  4  transmits the power to the shaft  8 . Moving parts that are not shown with arrows  42  are presumed obvious.  
     [0109] Combining two pairs with idler  40 A creates a 4-stroke shown in FIG. 6 that will be described later under Interchanging 4-Stroke and 2-Stroke.  
     [0110]FIG. 2 shows a gear mesh to transmit the piston&#39;s power between piston rod  18  and the outer race  5  of the 1-way clutch. Rod  18  reciprocates along a straight path  42 . FIG. 2 also shows a reciprocating starter  46  gear meshed with the outer race  5 . By shifting race  5 , the starter shifts both pistons  38  until ignition. Alternatively, shaft  43  can be used to shift the pistons until ignition. The 4-stroke version in FIG. 6 needs one starter (not shown).  
     [0111] One end of a V-belt or a chain  9  is fastened to the outer race  5  (FIGS. 1,3). The way it is wrapped around race  5  always keeps it taut, which prevents backlash as it rotates race  5  in response to the power stroke. Rod  18  is connected to the other end of the belt or chain  9  with a suitable fastener  41 .  
     [0112] The 1-way clutch&#39;s override feature in this engine allows power shaft  8  and the clutch&#39;s inner race  4  to rotate independently of the pistons  38  when the inner race&#39;s speed is greater than the outer race  5  speed. This feature creates regenerated energy for collection in an energy storage device  26  (FIG. 5) available, e.g. for dumping to shaft  8  on demand or generating electricity.  
     [0113] The fixed length torque arm  10  (FIGS. 2,3) causes instant peak torque at the beginning of the power stroke. A connecting rod guide  21 , secured to housing  15 , eliminates side thrust and reduces wear by keeping the piston  38  square in its cylinder. Wrist pins and piston skirts are not needed. The guide  21  combines with a decelerator mechanism (FIG. 4) to stop piston  38  at or near top dead center. The decelerator includes a node  19  that is part of each rod  18  in a pair and a spring  45  for each node. The spring is encased in the guide  21 . An opening in the housing  15  allows easy replacement of the spring. The spring absorbs the impact of node  19  to halt the motion of piston  38 , which is then accelerated on its power stroke by timely expanding combustion gases. The impact is reduced because node  19  is decelerating due to the power loss of the power piston to the shaft  8 . The decelerator is positioned to prevent backlash of the gears  12  (FIGS. 1,6) that mesh with idler  40 .  
     [0114] A computer  7  (FIG. 5) monitors input from the throttle  6  and shaft power from the sensor  22  on shaft  8  through leads  23  to determine the size of the combustion charge (Fr=(Sp)/(778Qc) lbm/sec) to transmit to the cylinders through injector lines  24 . The position of piston  38  is monitored through sensors  22  on shaft  43  and used for ignition timing. By monitoring the motion of each shaft  43  in several pairs, the computer controls timing between the unconnected pairs in a 2-stroke embodiment. The computer begins a power stroke with a piston in one pair when a piston in another pair is partly through its power stroke. In a 2-stroke, 50% power stroke overlap and smooth rotation of the shaft  8  is had with two unconnected pairs (four cylinders). Greater overlap is gained with more pairs.  
     [0115] Small Flywheels.  
     [0116] Load changes on shaft  8  could decrease F lbf below what is needed for an efficient combustion pressure. A small, suitable flywheel  48  is splined to the end of shaft  43  (FIG. 3) to briefly increase chamber pressure for a more complete combustion with decreased emissions. Then it dispenses the regenerated energy that it gains to moderate the speed of the pistons  38 . A conventional flywheel can be used but an alternative comprises three concentric parts. The inner part is splined to shaft  43 . The outer part extends to the flywheel&#39;s rim. Between them is a tough, slightly elastic part that absorbs some of the initial ignition jolt.  
     [0117] Interchanging 4-Stroke and 2-Stroke.  
     [0118] There are at least two simple ways to effect this change. In a 4-stroke, a sector gear  12  on two pairs engages idler  40 A (FIG. 6). A cap  54  having a hole is removably secured, e.g. threaded, to the engine  15 . The shaft  43  of idler  40 A has two diameters. The shorter one extends through the hole. A snap ring  56  on the shorter diameter abuts the cap and combines with the larger diameter that abuts the inside of the cap to prevent the idler  40 A from axial movement which keeps the idler properly engaged with the two sector gears. When changing to a 4-stroke from a 2-stroke, the pistons must be correctly aligned before engaging the idler with the sector gears. One of the correct alignments is shown in FIG. 6 with 2 pistons at top dead center and 2 at bottom dead center. Power stroke overlap for a 4-stroke can be achieved by adding another bank of two pairs along the shaft  8  disengaged from the bank shown in FIG. 6 or by adding separate pairs. To avoid cluttering, FIGS. 6,6A show the splined end of shafts  43  without flywheels  48 .  
     [0119] The separation  1  in FIG. 6A makes the 4-stroke a 2-stroke. To change to a 2-stroke from a 4-stroke, the cap  54  is partly unscrewed to a predetermined position on the engine  15 , which raises shaft  43  and disengages idler  40 A from sector gears  12  (FIG. 6A). The cap is held in place by known means, e.g. a dowel through the side of the cap that contacts engine  15 .  
     [0120] Alternatively, for a 4-stroke, one or more dowels through engine  15  engage a circular groove in shaft  43  to prevent axial movement but allows rotary motion of idler  40 A while engaging sector gears  12 . To change to a 2-stroke, the dowels are removed from the groove. Shaft  43  is lifted to where the dowels are inserted in a second groove, which separates idler  40 A from sector gears  12 .  
     [0121] Hydrogen Enhanced Ignition of the Primary Fuel.  
     [0122] In some applications, considerable regenerated energy from shaft  8  is anticipated from the 1-way clutch&#39;s overrun feature. The device  26  (FIG. 5) includes a means (not shown) to convert the energy to hydrogen (H 2 ) and a temporary H 2  storage tank. A minimal of the H 2  is injected into the combustion chamber with the primary fuel.  
     [0123] Hydrogen&#39;s “flame speed” in an H 2  rich mixture is about 6 times faster than gasoline. (Energy Technology HDBK, pp. 4-39 to 4-43, Considine, 1977). H 2  has a high energy density in the high pressure combustion chamber. High heat from the ignited H 2  saturates the primary fuel to cause a more complete burn of the primary fuel&#39;s droplets, which increases fuel efficiency. The high, prolonged pressures that cause NOx will be greatly reduced if Vp and r′ are selected to allow a fast piston acceleration to reduce the pressure. If needed, flywheel  48  fine adjusts the acceleration and pressure for the best burn. M/a=1:1 (See M/a above) and the angles θ, Φ, α (FIG. 14) do not exist.  
     [0124] Parabolic Reflector Cylinder Head.  
     [0125] A drawing is believed unnecessary to describe this embodiment. The entire cylinder head is a parabolic reflector with an igniter at its focus. The focus is at the end of a replaceable plug. An energy wave expands from the igniter to hit the parabolic reflector and the reflector directs the energy wave to uniformly impact the flat piston crown at or near top dead center. Both pistons in a pair will be decelerating due to power bleed and the additional wave energy will help to reverse and accelerate both pistons  38  from zero where it is most effective in saving fuel.  
     [0126] 1-Way Clutch with Axial Extension.  
     [0127] This embodiment is also not shown with a drawing. In FIGS.  1 - 3 , the rod  18  engages the outer race  5  at its rim. If the rim radius cannot be reduced enough to obtain sufficient combustion pressure, an extension of race  5  along shaft  8  has a shorter radius. The rod  18  engages the extension&#39;s rim at the shorter radius rather than the race  5  rim. Rod  18  reciprocates along its straight path, tangent to the extension&#39;s rim. Motion from combustion pressure is transmitted to the race  5  extension. Race  5  transmits the motion to the inner race  4  at the longer radius.  
     [0128] Preferred 1-Way Clutch Embodiment  
     [0129] The preferred breakaway 1-way clutch is shown in FIGS.  7 - 13 . Its outer race  5  drives clockwise in its indexing motion  42 . The outer race  5  has three separate parts: sides  5 A,  5 C and race  5 B. Race  5 B is the outer rim of the gap  28  (FIGS.  7 , 9 - 11 , 13 ). The gap is narrow and near the race  5 B to reduce stress on the parts. FIG. 7 shows the torque transmitting units  89  in relation to the gap.  
     [0130] Keystone shaped teeth  82  (FIG. 7) extend from race  5 B and make a strong interlocking fit with keystone shaped teeth  96  on the sides  5 A and  5 C. The fit locks the parts together radially and circumferentially but allows them to be easily moved axially for disassembly by removing the snap rings  90  (FIG. 8). FIG. 8 shows equivalent pegs  82  that fit into holes  96  in sides  5 A and  5 C. There are as many teeth or equivalent pegs as needed.  
     [0131] The inner race  4  is keyed to power shaft  8 . A snap ring  90  carried by shaft  8  on each side of the race  5  (FIG. 8) keeps the clutch from shifting along the axis  91  of shaft  8 . The snap rings also prevent separation of the three outer race parts. In extreme or unusual use, a dowel  17  (FIG. 7) reinforces the snap rings to keep the parts together. It extends through race  5 A and  5 C to contact a keystone shaped tooth  82  (or an equivalent peg  82  in FIG. 8) on each side of race  5 B. It is easily displaced for breakaway to replace race  5 B.  
     [0132]FIGS. 7,8 show two halves of race  5 B that are kept in contact  94  by the teeth (or pegs). When race  5 B is separated from sides  5 A and  5 C, the halves fall apart for replacement without separating the other parts from shaft  8 .  
     [0133] Bearings in FIG. 7 are between the outer race  5  and the shaft  8 . Spokes  35  in side  5 A and side  5 C reduce material cost and reduce indexing inertia The transmitting units  89  are easily replaceable when positioned between the spokes or behind an aperture in the sides  5 A and  5 C.  
     [0134] Move the bearings to the conventional position at gap  28  and the dowel (FIG. 7) can keep the parts together without the spokes  35 .  
     [0135] The cover plate  89  (FIGS. 10,13) is designed to guide the moving parts during their movements.  
     [0136] Hydraulic Embodiment of the 1-Way Clutch.  
     [0137] Replaceable hydraulic cartridges  89  (FIGS. 7,8) are carried by race  4 . The race is molded to rigidly hold the cartridge casing  80 . Pegs  92  (FIG. 9) slide into grooves in the race  4  to reinforce the cartridge against movement, especially toward race  5  under centrifugal force. A unit piston  81 , shown in driving contact with race  5  (FIGS. 9,10), moves a short distance  88  along the clutch radial  93  (FIG. 9) while in sliding contact with the casing  80  and the casing is in contact with race  4 . The piston is secured to a piston rod  84  (FIGS. 9,10) that is hydraulically actuated from a reservoir section of the casing from which it extends. Torque between race  5  and race  4  is transmitted through the piston perpendicular to radial  93  that extends from the axis  91  (FIG. 8) of shaft  8 . The casing  80  has an arm that holds a plunger  79  in contact with the ball end of a trigger  85 . A cap  86  having a slot aligned with the trigger&#39;s motion is immovably secured to the arm. The trigger extends through the slot to contact the race  5 . A resilient piece inside the cap between it and the ball end is preferred. The angle between the arm and the radial is small to prevent jamming between the arm and the trigger.  
     [0138] As the trigger  85  shifts from its overrun position to the drive position, it pushes the plunger  79  farther into its arm to displace hydraulic fluid in the reservoir contained in the casing  80 . The fluid displaces the piston rod  84  to drive the piston  81  into non-slip contact with race  5 . The piston is in contact with race  4  and drive is transmitted from race  5  through the piston to race  4  perpendicular to a clutch radial. One contact surface of the piston or race  5  should have a V-groove and the other shaped to increase non-slip friction upon contact. The trigger&#39;s motion is unhindered as it moves the piston from the overrun position  88  to contact the race  5 , except for compressing a resilient element  83  (FIGS. 9,10).  
     [0139] The two-part resilient element  83  fits around the rod  84  for easy replacement. The element is positioned between a plate  87  that is part of the rod and a two-part, immovable second plate  60  that is part of the casing  80  and cover plate  89 . When the trigger shifts to its drive position, the element is compressed between the two plates as the hydraulic fluid drives the rod  84  to bring the piston and race  5  into non-slip contact. The element expands against the immovable plate  60  to shift the piston to its overrun position  88  when the trigger shifts to its overrun position and releases the fluid pressure.  
     [0140] Mechanical Embodiments of the 1-Way Clutch.  
     [0141] Two of at least three mechanical versions of the transmitting units are shown in FIGS. 11,12. A casing for them is omitted to show a cost saving but can be included. The cover plate  89  and race  4  substitute for the casing  80 . Without a casing, the piston  81  is always in direct, sliding contact with race  4  as it reciprocates along the radial  93  that extends from the clutch axis  91  (FIG. 8). Like the hydraulic version, the short reciprocal motion goes between contact with the race  5  and position  88 . Drive is transmitted perpendicular to the radial  93  from race  5  through the piston to race  4 .  
     [0142]FIG. 11 shows the piston  81  connected to a piston rod  101  by a wrist pin  97 . The rod is connected to a lever  100  which, in turn, is connected to the trigger  85 . All the connections are hinged to allow pivoting. The lever&#39;s fulcrum  99  extends from race  4 . A cantilevered fulcrum (not shown) uses a snap ring or common washer and cotter pin to retain the lever. But a stronger fulcrum fits into a hole in the plate  89  (FIG. 13) which is preferred for heavy duty. Three pegs  30 , placed at the apexes of a broad triangle on plate  89 , rigidly fix the plate to the race  4  in all embodiments. The angle between the lever  100  and the trigger  85  equals or is very close to 90° in the drive position to reduce stress on the trigger and its connection with the lever. The angle between the rod  101  and lever is preferably not straight when the piston contacts race  5 . After contact, the angle straightens to increase pressure between the piston, the race  5  and lever&#39;s fulcrum  99  with limited force upon the trigger. A spring  11  insures instant separation of the piston  81  from race  5  as overrun begins.  
     [0143] The second mechanical version is shown in FIG. 12. Some reference numbers for the same parts in FIG. 11 are omitted in FIG. 12 to avoid overcrowding. In FIG. 12, the rod  101  is discarded by connecting one arm of the lever  100  directly to the wrist pin  97 . A slant  25  of the contact surfaces is provided between the piston  81  and race  4 . The spring  11  in FIG. 13 can be included.  
     [0144] Not shown is a third mechanical version that sets the piston on one radial of the clutch and the fulcrum on another. It can also eliminate the rod  101 .  
     [0145] In all the 1-way clutch embodiments: (1) the angle at the trigger&#39;s two extreme positions must not cause jamming, (2).the trigger should be coated with a suitable ceramic and shaped to reduce drag but instantly grab the outer race when reversing to the drive direction, (3) the piston&#39;s motion  88  goes only far enough to provide clearance between the piston and the outer race during overrun and (4) one of the contact surfaces should have a V-groove and the other contact surface beveled to fit it to prevent slip.