Patent Abstract:
An internal combustion engine that completes four cycles, intake, compression, expansion and exhaust in one revolution of the crankshaft is disclosed. The combustion chamber is formed with four parallel vanes joined at their ends by shared bearings and pivot pins within two fixed parallel walls. The vanes lozenge across alternate corners of the chamber to change the volume defined by the four moveable vanes and the two fixed parallel walls. The chamber volume changes from a minimum to a maximum to a minimum and back to the original maximum to achieve four cycle operation with one crank shaft revolution. The crankpin may have two side by side connecting rods rotating each of the adjacent driven vanes. The driven vanes may be connected about a common shared pivot pin that extends into the fixed side walls and the other two interconnected follower vanes may be driven in rotation and translation about their shared and common pivot pins.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application relates to, draws priority on, and is a continuation-in-part of prior U.S. patent application Ser. No. 09/031,766 filed Feb. 27, 1999, abandoned. 
    
    
     FIELD OF THE INVENTION 
     The present application relates to internal combustion engines and methods of operation thereof. More specifically, the invention relates to 4 cycle engines with spark or compression ignition, that are capable of completing 4 cycles in one revolution of the crankshaft and having automatic opening of the intake and exhaust ports. 
     BACKGROUND OF THE INVENTION 
     There are two factors that have been important in determining the direction of development of the internal combustion engine. The first factor is the increasing cost of fuel due to a global shortage. The second is the necessity to reduce pollution into the atmosphere. 
     There have been two main thrusts in the recent development of the internal combustion engine. The first development has been in engine fuel ignition and gas control management where electronic computers that sense engine parameters have been employed. The sensed parameters are used to calculate necessary fuel injection rates and fuel is supplied at the proper rate and ignition is advanced or retarded as required. This computerized fuel and ignition control system has been very successful in reducing pollution and increasing fuel efficiency. 
     The second development thrust has been in mechanical improvements. The need to improve volumetric efficiency or breathing has resulted in engines having four valves per cylinder head, turbo charging, variable opening valves, variable intake valve throttles and fuel injection directly to the cylinders or indirectly through the manifold. This has lead to greater mechanical complexity and the attendant higher manufacturing costs. 
     There are mechanical limitations to efficient engine management. Examples are the restriction in high speed operation due to valve bounce and limiting sympathetic crankshaft vibration. 
     A further example of an inherent mechanical restriction is apparent from the scavenging process. In a four valve per head engine, as the valves become larger they become closer, permitting the intake charge to flow directly from the intake valve, to the exhaust valve and port, without driving the remaining exhaust gases out. Also, some of the intake gases will flow into the exhaust port and then back into the cylinder during the intake stroke but this is erratic and unpredictable. 
     Another mechanical limitation results in poor flame front propagation. In a piston cylinder engine, the gas is ignited at the top of the cylinder and the piston is retreating from the flame front. It is known that if charged gases are pushed toward the flame front, substantially better and more complete combustion would be possible. 
     If the number of cylinders could be reduced, the engine could be lighter and smaller with a shorter crankshaft. If lower speed operation and higher R.P.M.&#39;s were possible, engine flexibility would be improved and a lower number of transmission gear ratios would be required for engines in vehicles, this in turn would lead to lower weights and better economy. 
     Dynamic unbalance in an engine can be eliminated by a balance shaft running at two times engine speed but this causes additional mechanical cost and mechanical complexity. If a single chamber engine is in balance this balancing would make possible all types of engine arrangements such as V, inline and radial and with any number of cylinders. 
     An ideal engine should have the simplicity of a two cycle engine with self opening ports and with the ability to run at high speed, requiring only one revolution per power stroke, this would reduce the number of chambers required and also eliminate the need for valves, valve springs, lifters, rocker arms, camshaft, reduction gears, chain drive and separate cylinder head and gasket. This simplified engine should not require lubrication of the chamber walls internally by adding lubrication to the intake gas charge entering the cylinder chambers as in a two cycle engine as this lubricant is consumed and it will cause pollution. 
     An improved engine arrangement will have the hot exhaust valves and port areas away from the intake and compression areas this will prevent preignition therein permitting higher compression ratios that will give better thermal efficiency and that will lower fuel costs and contribute to reduced pollutions. 
     OBJECTS OF THE INVENTION 
     It is therefore a main object of the present invention that this engine will complete four cycles, intake, compression, expansion and exhaust in one revolution of the crankshaft, that this will require only half the number of cylinders for an equal number of power pulses per revolution, which will reduce weight, size and length. This reduction in length will also reduce the crankshaft length and improve the crankshaft torsional stiffness. 
     A further related object is to provide an engine that will not require mechanically operated valves, this engine will have intake and exhaust ports that are covered and uncovered by the gas control chamber members and the engine will have four ports, two opposed intake ports and two opposed exhaust ports that are on opposite fixed walls of the gas chamber and are utilized to sweep the exhaust gases from the exhaust chamber during the overlap period of exhaust and intake openings. 
     An object of the present invention is to eliminate valves, springs, lifters, rocker arms, tappets, camshaft, camshaft bearings, reduction gears for the camshaft and a timing belt required by a conventional four cycle piston engine. 
     A related object will be to eliminate the head to block joining and gasketing problems. 
     It is a further object of this invention that each individual gas control chamber of this engine will be in primary dynamic balance using a crankshaft counterweight, this will permit different engine configurations such as “V”, flat and inline with varying number of cylinders. 
     Yet another object of this invention is to eliminate the two major detriments to high speed engine operation in a conventional four cycle piston engine, the first being valve bounce and the second is limiting sympathetic crankshaft vibration. 
     A further related object is to provide an engine that will be more efficient having a potential for higher compression ratios and having more consistent and less erratic flame front travel and that this will translate into a less polluting engine by having a gas control chamber that will move the gas into the flame front, this will promote faster and better combustion and additionally reduce knock that results from poor end gas combustion. 
     A related object will be to remove the intake and compression strokes from the hot exhaust port area to permit a higher compression ratio with the same octane fuel and this will translate directly into higher thermal efficiency and reduced exhaust emissions. 
     A further object is to scavenge the engine gas chambers during the overlap of the exhaust and the start of the intake stroke accomplished by delaying the fuel injection during this initial period when the intake gases are flushing out the exhaust gases. 
     A further object is to produce good squish action that will direct opposed jets of gas towards each other in the gas control chamber to promote swirl and turbulence of the fuel mixture for more complete combustion. 
     It is a further object of this invention that the volume to surface area ratio will be similar to a conventional four cycle engine, and the gas control chamber will have no sharp recurvate angles, to quench the flame front. 
     Another object of the present invention is to provide a ratio of port area to valve area that is similar to a four valve per cylinder conventional piston engine. 
     A further object is to provide gas sealing that is similar to a conventional engine with groove seals using gas pressure to force the seal against the sealing surface and the side of the groove and with an oil control ring to scrape and wipe excess oil from the moving sealing surfaces to reduce oil consumption while still providing adequate lubrication. 
     It is yet another object to provide an engine that will be operational dimensionally stable, that can be made larger or smaller and operate in a manner similar to large and small four cycle conventional piston engine. 
     It is a further related object that this invention can be operated as a diesel engine with compression ratios of 23:1 or higher and with compression ignition, while still maintaining an adequate bearing area. 
     Another object is to provide an engine that will be substantially lower in manufacturing cost than a conventional four cycle piston engine. 
     Other objects and advantages of this invention will become apparent from a consideration of the following specifications and drawings. Before proceeding with a detailed description of the invention, however, a brief description of it will be presented. 
     SUMMARY OF THE INVENTION 
     A first embodiment of the invention that will be described is an improvement of the four cycle internal combustion engine, the engine described will be a two chamber engine, for simplicity the operation of one chamber is described. The engine will have a four sided gas control chamber operating between two fixed parallel containing walls with opposite sides of this gas control chamber parallel and with opposite sides equal in length between their four commonly hinge pin ends and with the vanes equal in width and contained and slidable between two parallel walls that are spaced apart the width of these vanes. The vanes having flanges parallel to the containing walls to provide a surface for sealing of the gas control chamber and to transfer the heat of combustion to the parallel side containing walls. With the two adjacent vanes that are on either side of the extended main hinge pin and that are driven having bearings that are parallel to the hinge pins that are used to locate the wrist pins. The parallelogram of vanes free to rotate and translate about the extended main pin that is perpendicular to and located by the closing side walls. 
     This gas control chamber will be operated by a crankshaft the axis of which is perpendicular to the parallel fixed side wall, and free to rotate in bearings fixed by the side containing walls and with a crankpin bearing located between the containing wall that will have two rotatable side by side connecting rods that will drive the two driven vanes of the gas control chamber through a wrist pin located at the opposite end of the connecting rods these commonly connected to each other by the main crankpin and being restricted to rotary motion by this extended main pin. The wristpin will be displaced from the main hinge pin at a distance so the rotation of the crankshaft will rotate the crankpin and impart a driving motion to the wrist pin through the connecting rod to rotate these two driven vanes, that will in turn rotate and translate the opposite two follower vanes about their common hinge pin so that they are driven in translation and rotation that will cause the parallelogram gas control chamber to lozenge and close across alternate corners and this then will cause the volume to be reduced to a minimum for maximum compression when the crankpin is at top dead center. The crankshaft will continue to rotate towards bottom dead center to pass through a maximum expansion and the gas control chamber will be reduced in volume to a fixed minimum compression ratio for the completion of the exhaust and the start of the intake that occurs at bottom dead center. The crankshaft rotation will continue through bottom dead center and when the gas control chamber hinge pin axis are at a right angle with the gas control chamber at maximum volume and this will end the intake stroke. The compression stroke that follows will be completed when the crankpin is at top dead center, at this time ignition will occur and the 4 cycles will be repeated again. 
     Another aspect of this invention is the operation of the intake and exhaust ports, these ports are located adjacent to the main hinge pin in the side containing wall and behind the flanges of the wristpin driven vanes of the gas control chamber and will be opened and closed at the appropriate time in the following manner, as the crankshaft rotates past top dead center and ignition of the compressed charge occurs and when expansion is almost complete, the vane that is driven on the side of the gas control chamber that covers the exhaust port will be uncovered and start to open due to the rotation of this driven vane and as the crankshaft rotates and approaches bottom dead center, the crankpin motion will be generally side to side and this side to side oscillation about the main hinge pin rotating about the main hinge pin will be transmitted and will rock the whole gas control chamber so as to keep the vane on the intake side closed until bottom dead center is reached then the mostly side to side motion of the crankpin will rotate the gas control chamber rapidly causing the intake port to be uncovered and the exhaust port to close and as the crankpin continues to rotate through the next quadrant the motion will rotate the driven vane assembly causing the intake to close and the compression portion of the cycle to begin, ending with the crankshaft at top dead center once again, to begin again the four cycles required for a four stroke internal combustion engine. 
     Another aspect of this engine, is that it can be substantially balanced for both the reciprocating and oscillating motion of the center of mass of the gas control chamber and the side by side rotary rocking of the gas control chamber. It can be seen that the center of mass of the vanes of the gas control chamber is rotating counter to the counter weight rotation diametrically opposite the crankpin and this constitutes a couple about the mass of the engine that will cancel. 
     The foregoing and other objects, features and advantages of the invention will be apparent from the following more particular description of the preferred embodiments of the invention, as illustrated in the accompanying drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The following is a brief description of the drawings of various embodiments of the present invention, in which like reference numerals are used to refer to like elements. 
     FIG. 1 is a front view of a first embodiment of the present engine invention. 
     FIG. 2 is a sectional side view taken along line  2 — 2  of FIG.  1 . 
     FIG. 3 is a sectional view taken along line  3 — 3  of FIG.  2 . 
     FIG. 4 is a sectional view taken along line  4 — 4  of FIG.  2 . 
     FIG. 5 is a partial section taken along line  5 — 5  of FIG. 2 with an offset through the center line of the sparkplug. 
     FIG. 6 is a sectional view taken along line  6 — 6  of FIG.  3 . 
     FIG. 7 is a partial section taken along line  7 — 7  of FIG.  4 . 
     FIG. 8 is a partial view taken along line  8 — 8  of FIG.  2 . 
     FIG. 8A is a partial view taken along line  8 A— 8 A of FIG.  2 . 
     FIG. 9 is a schematic perspective view of the sealing system between adjacent vanes used for the first embodiment of the present invention. 
     FIG. 10 is a schematic perspective of the hinge sealing system used for the first embodiment of the present invention. 
     FIG. 11A is a partial schematic view of section  5 — 5  of FIG. 2 when the crankshaft is at top dead center. 
     FIG. 11B is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 45 degrees. 
     FIG. 11C is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 98 degrees. 
     FIG. 11D is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 138 degrees. 
     FIG. 11E is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 180 degrees. 
     FIG. 11F is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 222 degrees. 
     FIG. 11G is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 262 degrees. 
     FIG. 11H is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 315 degrees. 
     FIG. 11J is a partial schematic view of section  5 — 5  of FIG. 2 with the crankshaft rotated counterclockwise 360 degrees, which is the same as FIG.  11 A. 
     FIG. 12 is a view of a second embodiment of the engine of the present invention having a fixed spark plug. 
     FIG. 13 is a cross section through Line  13 — 13  of FIG.  12 . 
     FIG. 14 is a view of a third embodiment of the engine of the present invention shown at a top dead center position. 
     FIG. 15 is a cross section through Line  15 — 15  of FIG.  14 . 
     FIG. 15A is a cross section through Line  15 A— 15 A of FIG.  14 . 
     FIG. 16 is a view of the third embodiment of the engine of the present invention shown at a bottom dead center position. 
     FIG. 17 is a view of the engine of the present invention when the crankshaft is rotated 55 degrees counterclockwise from top dead center. 
     FIG. 18 is a cross sectional view of a fourth embodiment of the present invention with an offset through the center of sparkplug. 
     FIG. 19 is a sectional view taken along line  19 — 19  of FIG.  18 . 
     FIG. 20 is a sectional view taken along line  20 — 20  of FIG.  18 . 
     FIG. 21 is a sectional view taken along line  21 — 21  of FIG.  18 . 
     FIG. 22 is a sectional view taken along line  22 — 22  of FIG.  18 . 
     FIG. 23 is a sectional view taken along line  23 — 23  of FIG.  18 . 
     FIG. 24 is a sectional view taken along line  24 — 24  of FIG.  18 . 
     FIG. 25A is a view of the engine shown in FIG. 18 when the crankshaft is at 0 degrees. 
     FIG. 25B is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 34 degrees. 
     FIG. 25C is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 41 degrees. 
     FIG. 25D is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 70 degrees. 
     FIG. 25E is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 138 degrees. 
     FIG. 25F is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 189 degrees. 
     FIG. 25G is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 220 degrees. 
     FIG. 25H is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 259 degrees. 
     FIG. 25J is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 278 degrees. 
     FIG. 25K is a view of the engine shown in FIG. 18 when the crankshaft has revolved clockwise 360 degrees. 
     FIG. 26 is a view taken along line  26 — 26  of FIG.  25 E. 
     FIG. 27 is a view taken along line  27 — 27  of FIG.  25 E. 
     FIG. 28 is a scrap view taken along line  28 — 28  of FIG.  26 . 
     FIG. 29 is a scrap view taken along line  29 — 29  of FIG.  27 . 
     FIG. 30 is a view taken along line  30 — 30  of FIG.  25 A. 
     FIG. 31 is a view taken along line  31 — 31  of FIG.  25 A. 
     FIG. 32 is a scrap view taken along line  32 — 32  of FIG.  31 . 
     FIG. 33 is a scrap view taken along line  33 — 33  of FIG.  31 . 
     FIG. 34A is a view similar to that of FIG. 25A with a link shaft shifted. 
     FIG. 34B is a view similar to that of FIG. 25E with a link shaft shifted. 
     FIG. 35A is a view similar to that of FIG. 25G with two link shafts shifted. 
     FIG. 35B is a view similar to that of FIG. 25A with two link shafts shifted. 
     FIG. 35C is a view similar to that of FIG. 25E with two link shafts shifted. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     A two combustion chamber engine will be shown but for simplicity the operation of the rear gas control chamber that is closest to the flywheel will be described. The front gas control chamber is similar but 180 degrees out of phase in its operation. To better illustrate and describe the sealing system views of the front and rear chambers will be utilized. 
     FIG. 1 illustrates the engine front view, the flywheel  46  being located at opposite end. Shown are the engine block  10  with coolant inlet  17  and coolant exit  18 , and 3 engine mounting brackets  30 , two located on one side and one on the opposite side for supporting the engine. The top cover  14  is secured to the block  10  with gasket  16  interposed for sealing. Also secured to engine block  10  is the crankcase cover  12  with gasket  15  interposed with the crankshaft oil seal  48  clamped between the block and the crankcase cover. Also located by engine block  10  will be throttle control arm  124  and throttle shaft  123  for the front gas control chamber with a similar arrangement on the rear face for the rear gas control chamber. An electrical plunger assembly  133  will be secured for the front combustion chamber and located on the rear wall a similar electrical plunger assembly  133  will be located for the rear gas control chamber. Shown projecting from the joint between the block  10  and crankcase  12  will be the crankshaft  32  with a reduced diameter projection  32  B suitable for mounting velocity and positional transducers of a type well known in the art that will be utilized for a computerized computer control module or an ignition control device that is not shown. 
     In FIGS. 2,  3  and  5  the engine block  10  will provide a suitable rigid structure to support the crank shaft  32  that will be rotatable located by the 2 end caps  26  that will clamp the front and rear main journal bearing halves  20  and  20 A when the caps are secured and in a similar manner the crankshaft  32  center journal will be rotatable located by the bearing cap  11  and thrust bearing halves  27  and  27 A, the thrust bearings will prevent axial motion of the crankshaft  32 . 
     A flywheel  46  will be secured to the crankshaft  32  with a key  47  that will prevent relative motion between the crankshaft  32  and the flywheel. The flywheel  46  will be at a size to store sufficient rotational energy from the power stroke to complete the exhaust, intake and compression strokes without significant loss of rotational speed. 
     The two crankpins  32 A of the crankshaft  32  are diametrical opposed and equally spaced 180 degrees about the main crankshaft journal. Rotatable located on each of the crankpins  32 A in a side by side axial arrangement are two connecting rod assemblies  33  that will be secured to the crankpin by bearing cap  35  that will clamp the connecting rod bearings halves  36  and  36 A with the opposite terminus of the connecting rod assembly  33  being rotatable connected by floating wrist pins  38  in bosses  70 D and  90 D in the right and left driven vane assemblies  70  and  90 . The floating wrist pins  38  being located axially by the fixed walls  106 . 
     The engine housing cover  14  is secured to the main engine block with a gasket  16  to retain the lubrication; it also permits access for replacing the spark plugs  41 , this is best shown in FIG. 5, that when the crankpin  29  is at top dead center that this sparkplug can be readily accessible for removal and replacement. 
     The tie bar  25  which is dowelled and secured to the engine block  10  in three places will prevent the fixed walls  106  of the gas control chamber from spreading apart from the force exerted by the gas pressure from the gas control chamber  19 . 
     Rotating oil seals  48  seal against the crankshaft  32  end main journal bearing, and are clamped between the main engine block  10  when the crankcase  12  is secured to the engine block  10  with a gasket  15  between to prevent lubrication oil from leaking outside the crankcase. All lubricating oil that is removed from the fixed wall  106  of the gas control chamber by the oil control scraper ring and the lubricating oil passing out of the bearings and components that are lubricated will be returned to the crankcase  12  and be removed by the oil sump pickup  45  for return to the engine. This lubrication oil when a pressurized oil lubrication system is utilized will be returned to the main engine block  10  where it will be distributed to the 3 main bearings by a main oil gallery  50  that is connected to oil distribution passages  53  through a hole and groove in each main bearing half to the main crankshaft bearings and further distributed to the center of the crankshaft through hole  54  and cross drilled passage  29  and then to the connecting rod assembly bearing halves  36  and  36 A by cross drilled holes  39 . Excess oil escaping and passing out the ends of the main crankshaft bearing and the connecting rod bearings will be distributed to the other components requiring lubrication by the splashing and churning of the oil by the crankshaft  32  and counterweight  55 . It is to be noted that in a low cost version of this gas control chamber engine a simple splash lubrication system with lubricating oil maintained at between suitable levels  56  will suffice. This is best illustrated in FIG.  4 . 
     In FIG. 4 the flow of the coolant is indicated by flow line  111  with fins  107  directing the coolant flow for uniform cooling around the obstructions such as gas control chamber intake duct  58  and exhaust duct  57 . FIG. 7, shows how the coolant passes on either side of the exhaust duct wall  57  and intake passage wall  106 . FIG. 6 shows the coolant flow past intake duct  58 A and exhaust duct  57 A and the fixed side walls  106 . To prevent stagnant coolant from becoming trapped and vaporized behind the partition small bleed holes  126  will provide a low coolant flow between the right and left sides of the coolant jacket. Coolant fluid will enter through manifold  17  through the main engine block  10  to cool the fixed walls  106  of the variable gas control chamber and in turn to cool the vane assemblies  60 ,  70 ,  80  and  90  by transmitting heat from the gas control chamber  19  through the flanges  61 C,  71 C,  81 C and  91 C and through the gas seals  62 ,  72 ,  82  and  92  and the oil control scraper rings  63 ,  73 ,  83  and  93  as illustrated in FIG.  8 . The low temperature coolant will flow from the manifold  17  through the front center and rear coolant jacket  108 ,  109  and  110 , with the coolant flowing through to the opposite coolant return manifold  18  where it will exit. It is to be appreciated that this coolant flow with the low temperature coolant flowing through the high temperature area of the fixed walls  106  of the gas control chamber, first and to the cooler area after, will reduce the distortion from a true plane of the fixed walls  106  and improve the sealing of the gas control chamber. 
     In FIG. 5 is illustrated the general arrangement of the vane assemblies  60 ,  70 ,  80  and  90  that are rotatable connected at their ends by hinge pins  23  and  24 . Hinge pins  24  are fully floating and located axially between fixed walls  106 . The main hinge pin  23  is secured in fixed walls  106 . 
     The floating wrist pins  38  are rotatable located in flange bosses  70 D and  90 D in the driven vane assemblies  70  and  90  and axially located by fixed walls  106 . 
     It is to be noted that the entire assembly consisting of vane assemblies  60 ,  70 ,  80  and  90  may be withdrawn from the engine block  10  by removing top cover  14  and crankcase cover  12 , hinge pin  23  and connecting rod bearing caps  35  to facilitate repair, assembly and disassembly. 
     FIG. 5 showing the arrangement for conduction of electrical pulses to the moving spark plug  41 , an electrical commutator  132  secured with insulator  138  interposed between the driven vane assembly  80  will conduct the electrical pulse to the spark plug  41  through a strap conductor  42  that is secured to spark plug  41 , the electrical pulses are supplied to the commutator by electrical plunger assembly  133 , shown in FIG. 2, which has a nose piece conductor  131  wiping against commutator  132  that is spring loaded against plunger piece  131  by spring  135  through conductor tube  136 . The whole assembly being insulated from the engine block  10  by an insulator body  134  secured in engine block  10 , the ignition lead  137  being secured to the conducting tube  136 . 
     Referring to FIGS. 8,  8 A,  9  and  10  in the following description of the gas seals  115 ,  116 ,  103 ,  62 ,  72 ,  82 ,  92 ,  63 ,  73 ,  83  and  93  it is to be appreciated that the seals are urged against their respective mounting surfaces by the biasing springs but that the major sealing force will be applied by gas pressure behind the gas seals forced against their respective faces with increasing force the increase in sealing forces being proportional to the gas pressure. In a similar manner the gas seals will be forced against their side wall grooves in a direction opposite the gas pressure to seal against the pressure that will vary from positive to negative on both sides of the gas control chamber  19  during the intake, compression, expansion and exhaust strokes. It is also to be appreciated that the flange seals  62 ,  72 ,  82 ,  92 ,  63 ,  73 ,  83  and  93  will be more stable with reduced chatter, due to stick slip phenomena, when they are curved along their length. 
     In FIG. 9 a sealing system is shown that will seal the vane hinge joined vanes  60  and  80  and the fixed walls  106  at one terminus of the hinge pin  23  or  24 , sealing off the vanes at both ends of the hinge pins  23  and  24  between vane assemblies, the seals between vane assemblies,  80  and  90 ,  90  and  70 ,  70  and  60  will be similar. 
     An annular ring seal  114  located by hinge pins  23  or  24  will have radial slots  114 A in the periphery to accept the flange seal ends  62 . Opposite the fixed walls  106  will be a slot  114 C with spring  117  to urge seal  115  against the counterbore face  81 H located in vane assembly  80  on the face of  81 H in a slot  81 G seal  116  will be urged by spring  119  against the annular ring seal face  114 D. 
     The annular ring seal will have a groove  114 E deep enough to break into slots  114 A with a split ring  120  spring to urge flange seal  62  against their opposite terminus which will be the annular ring seal  114  between vane assembly  60  and vane assembly  70 . Seals  72 ,  82  and  92  in both flanges will be urged against the unslotted outside radius of the next annular ring seals  114 . 
     In FIG.  9  and also illustrated in FIGS. 8 and 8A and located on vane flange  62 ,  72 ,  82  and  92  on both sides of vane assemblies  60 ,  70 ,  80  and  90  will be located a plurality of flange seals  62 ,  72 ,  82  and  92  that are urged upward against fixed walls  106  by springs  62 A,  72 A,  82 A and  29 A. One end of vane seals  62 ,  72 ,  82  and  92  will fit into slots  114 C of a similar size and shape to drive the annular ring seals  114  in rotation. On intake ports  21 A and exhaust ports  22  bridges  21 A and  22 A will guide the flange seals  62 ,  72 ,  82  and  92  over the port edges. 
     Combination oil control and gas flange seal  63 ,  73 ,  83  and  93  being urged against fixed walls  106  by spring  63 A,  73 A,  83 A and  93 A having slots to permit oil sheared from fixed walls  106  to return to engine crankcase  12  through slots  60 B,  70 B,  80 B and  90 B with the terminus of the oil control and gas flange seals riding against of the outside diameter annular ring seal  114 . 
     In FIG. 10 showing the hinged joint between vane assemblies  60  and  80  the hinge boss seals  103  are set into axial groove  81 J that is parallel to the hinge pin and located on the concave surface of the vane counterbore and urged against the next adjacent vane hinge convex bosses by spring  104 . Hinge joints,  80  and  90 ,  90  and  77  and  70  and  60  will be similar. 
     FIG. 11A illustrates the gas control vane assemblies  60 ,  70 ,  80  and  90  when the exhaust stroke is ending and the crankpin  32 A is at bottom dead center and the crankshaft  32  is rotating counterclockwise with the intake port  21  partially open and the exhaust port  32  partially open and scavenging of the exhaust gases by the intake gases is continuing with the injection of fuel into the manifold at this overlap of the exhaust port  22  and intake  21 , being delayed, so that fuel will not go into the exhaust port and be wasted. This fuel economy will also occur in a direct fuel injection engine where injection is delayed until compression is started. The opposing action of the squish areas  19 A and  19 B is shown by the arrows in the gas control chamber  19 . 
     In FIG. 11B the crankshaft  32  and crankpin  32 A have rotated 45 degrees counterclockwise and the exhaust port  22  is now closed and the intake port  21  is fully open and the intake cycle is in progress scavenging has been completed and return of gases through the exhaust port  22  has been blocked. 
     In FIG. 11C the crankshaft  32  and crankpin  32 A have rotated 98 degrees counterclockwise and vane assembly  70  flanges  71 C is closing the intake port  21  and the gas control chamber  19  volume is now at a maximum, the intake port will remain open as the high velocity of the intake gases will contribute to supercharging the gas control chamber  19  when the compression stroke starts. 
     In FIG. 11D the crankshaft  32  and crankpin  32 A have rotated 138 degrees from bottom dead center intake  21  and exhaust port  22  are closed and compression in the gas control chamber is in progress. it is to be noted that during the compression stroke the gas control chamber  19  is not in proximity to the hot exhaust port reducing the tendency for intake gas charge to preignite at high compression ratios. 
     In FIG. 11E the crankshaft  32  and crankpin  32  have rotated 180 degrees to top dead center and the gas control chamber volume is at a minimum and ignition by the spark plug or by compression ignition has occurred at a suitable period prior to this time and expansion will now take place. It is to be noted at this phase when the gas control chamber is at a maximum that the oil control flange seals  73  and  93  do not pass over the intake port  24  and exhaust port  23  apertures and this will prevent lubricant from entering these port areas. 
     In FIG. 11F the crankshaft  32  and crankpin  32 A have rotated counterclockwise 45 degrees past top dead center and the expansion stroke is in progress. 
     In FIG. 11G the crankshaft  32  and crankpin  32 A have rotated counterclockwise 98 degrees from top dead center and the gas control chamber is at a maximum the exhaust port  22  has opened to begin the exhaust stroke. 
     In FIG. 11H the crankshaft  32  and crankpin  32 A have rotated 138 degrees counterclockwise from top dead center. The exhaust cycle is continuing with the exhaust port  22  being closed by the vane assembly flange  80  flange  81 C. 
     In FIG. 11J the crankshaft  32  and crankpin  33 A have rotated to bottom dead center. The intake port  21  is partially open and the exhaust port  22  is partially open for exhaust gas scavenging and this will complete the four strokes or cycles of intake, compression, expansion and exhaust that begins with the gas control chamber in the same starting position as FIG.  11 A. 
     Another embodiment of the invention is shown in FIGS. 12 and 13 by moving the spark plug  41  located in driven vane body assembly  70  to a fixed position in the engine block  10 , this passing through the coolant passage  110  into a combustion chamber  138 . The new location of the spark plug  41  and combustion chamber  138  will remain inside of the envelope enclosed by the flange oil control rings  63 ,  73 ,  83  and  93 . This will prevent lubrication from entering the gas control chamber  19  through the combustion chamber  138  and fouling the spark plug  41  and also being consumed in the engine and contributing to unwanted pollution. A tapered channel  140  will provide for flame front travel across the gas control chamber  19 . It is to be noted that intake and exhaust ports  121  and  122  are altered to provide for the tapered channel  140  diameter. 
     In FIGS. 14-17 another embodiment of the present engine is illustrated, a four cycle diesel or compression ignition engine, arranged to provide a more robust assembly with enlarged hinge pins  123  and  124 , and hinge bosses. 
     To be specific, the gas control chamber  19  is modified to provide a higher compression ratio by altering the faces of the vane bodies  161 ,  171 ,  181  and  183  as shown, the spark plug  41  and chamber located in vane assembly  60  are deleted and a precombustion chamber  141  and fuel injector  142  known and manufactured as a standard item, to those familiar with the art, are located in the engine block  10  and with the injector body passing through the water passage  110 , and directly into a precombustion chamber  143  and  144  in vanes  70  and  90 , a cross section of this arrangement being illustrated in view  15  and  15 A. It is to be noted that the intake and exhaust ports  221  and  222  will be altered to provide for the aperture of precombustion chambers  143  and  144 . 
     It is to be noted that the increase in compression ratio obtained by modifying the shape of the vane bodies  161 ,  171 ,  181  and  191  as shown will necessitate a larger clearance volume when the gas control chamber  19  when crankpin  32 A is rotated to bottom dead center, this is shown in FIG. 16, this will provide for additional scavenging of the exhaust gases by the incoming gas that contains no fuel and this will not affect fuel efficiency. This same improvement in fuel efficiency will also apply to spark ignition engine with direct fuel injection. In FIG. 17 the injector  142  spray pattern into the gas control chamber  19  is shown when the power expansion is partially completed. 
     In another embodiment of the present invention, an internal combustion engine that completes four cycles in one revolution of the crankshaft is shown in FIGS. 18 through 35. This engine has many advantages, it will have smaller displacements of the components so there will be less acceleration and reduced bearing loadings, also with reduced displacements the seals, substantially the same as shown in FIGS. 9 and 10, will have reduced travel and thereby reduced wear. This new embodiment will also provide for a simple means for changing the compression ratio at any time during the cycle and also varying the extent of the port openings at any time during the four cycles. 
     To be more specific, the engine structure and crankshaft arrangement of FIG. 18 will be substantially as shown in FIGS. 1 and 2, without utilizing the hinge pin  23 . As shown in FIGS. 18,  19 ,  20 ,  21 ,  22 ,  23  and  24  the combustion chamber  319  will be formed by four vanes  360 ,  370 ,  380  and  390 , and two fixed side walls  306  that are operated in a kinematically different manner from the previous embodiment. 
     The vane  370 , in which the sparkplug  341  is secured will be directly and rotatably connected to crankpin  332 A that is part of crankshaft  332  by securing bearing cap  374  with bearing shell  375  interposed. The vane  370  will also be rotatably connected to the two adjacent vanes  360  and  390  with two hinge pins  324 . In a similar manner vane  380  will be rotatably attached to the two adjacent vanes  390  and  360  by 2 hinge pins  324 . Exhaust port bridge  322 A will prevent seals from interfering with exhaust port  322  edges and intake port bridge  321 A will prevent seals from interfering with intake port  321  edges. 
     Link  304  will be rotatively connected to vane  360  with wristpin  338  that is secured in link  304  and will be rotatively connected to link shaft  302  that is located in both opposite side walls  306 . In a similar manner, link  305  will be rotatably connected to vane  380  with wrist pin  338  that is secured in link  305  that will be rotationally connected to link shaft  303  that is located in both opposite side walls  306 . 
     FIG. 25A illustrates the combustion chamber  319  that is formed by vanes  360 ,  370 ,  380  and  390 . The compression cycle has been completed and the combustion chamber  319  volume is at a minimum and the crankshaft  332  and crankpin  332 A are at 0 degrees and are rotating clockwise. Ignition of the charged gases has occurred and the combustion or power stroke is about to begin. 
     In FIG. 25B the crankshaft  332  and crankpin  332 A have revolved 34 degrees clockwise caused by the expansion of the combustion gases against the vanes  360 ,  370 ,  380  and  390 . The short arrows indicate how the burnt gases in the combustion chamber  319  will expand away from the combustion area and the long arrows will show how the charged gases will be fed into the combustion area to reduce flamefront travel. The combustion chamber  319  is now simultaneously approaching a maximum volume and the movement of vane  360  is beginning to uncover the exhaust port  322 , to start the exhaust cycle. 
     In FIG. 25C the crankshaft  332  and crankpin  332 A have rotated 41 degrees clockwise. The combustion chamber  319  formed by vanes  360 ,  370 ,  380  and  390  is now at the maximum and exhaust port  322  is continuing to open due to the motion of vane  360 . 
     In FIG. 25D the crankshaft  332  and crankpin  332 A have rotated 70 degrees clockwise and the movement of vane  360  continues to open exhaust port  322  and exhaust port  322  is at a maximum and the exhaust gases are being forced out by the reduction in volume of the combustion chamber  319  formed by vanes  360 ,  370 ,  380  and  390 . 
     In FIG. 25E the crankshaft  332  and crankpin  332 A have rotated 138 degrees, the exhaust port  322  is almost completely closed by vane  360  and  370 , and the intake port  321  is beginning to open due to the motion of vanes  380  and  390 , the combustion chamber  319  is now at a minimum volume also shown in FIGS. 26 and 27 and scavenging of the exhaust gases is starting, this will end the exhaust cycle and begin the intake cycle. 
     In FIG. 25F the crankshaft  332  and crankpin  332 A have rotated 189 degrees and the exhaust port  322  is completely closed by vane  360  and the intake port  321  is being uncovered by the movement of vanes  380  and  390 , the combustion chamber formed by vane  360 ,  370 ,  380  and  390  is continuing to increase in volume bringing intake gases into the combustion chamber  319 . 
     In FIG. 25G the crankshaft  332  and crankpin  332 A have rotated 220 degrees and the intake port  321  is at maximum opening. The combustion chamber  319  formed by vane  360 ,  370 ,  380  and  390  continues to increase in volume bringing intake charged gases as shown by arrows into the chamber. 
     In FIG. 25H the crankshaft  332  and crankpin  332 A have rotated 259 degrees, the combustion chamber  319  formed by vanes  360 ,  370 ,  380  and  390  is now at maximum volume and the impulse of the charged gases through the intake port  321  will continue to fill the combustion chamber  319  as shown by arrows. 
     In FIG. 25J the crankshaft  332  and crankpin  332 A have rotated 278 degrees, the intake port  321  and exhaust port  322  are both closed and the combustion chamber  319  formed by vanes  360 ,  370 ,  380  and  390  is decreasing in volume to begin the compression cycle. 
     In FIG. 25K the crankshaft  332  and crankpin  332 A have rotated 360 degrees back to the starting point which is also 0 degrees and the combustion chamber formed by vanes  360 ,  370 ,  380  and  390  is at a minimum and the intake gases will be compressed to maximum and ignition will occur and the crankshaft will continue to rotate to start the combustion or power stroke. 
     FIG. 26 is a view along line  26  of FIG. 25E placed adjacent to FIG. 27 which is taken on Line  27  of FIG.  25 E and placed in line in appropriate position to more clearly illustrate how the exhaust gases will be projected out of the exhaust port  322 . As the exhaust gases are being squeezed out between the opposing faces of vanes  360  and  370  they will be projected as shown by the small arrows, into the channel  370 F which is shown in FIG.  28 . In a similar manner as shown in FIG. 27, the exhaust gases will be squeezed between the faces of the vanes  390  and  380  forcing the exhaust gases into a channel  380 F shown in FIG.  29  and the gases in channels  380 F will be projected across the combustion chamber  319  towards the duct  370 F to sweep the exhaust gases out and into the exhaust port  322 . This pulse of velocity imparted to the exhaust gases will continue to promote flow of the intake gases thereby improving the scavenging of the combustion chamber  319 . 
     Shown in FIG. 30 is a view along line  30  of FIG.  25 A and placed adjacent to FIG. 31 taken on line  31  of FIG.  25 A and in approximate position to more clearly illustrate how a swirl will develop across the combustion chamber  319 . As the gases are squeezed between the  2  opposite faces of vanes  370  and  390 , the short arrows indicate how intake gases will be forced into the 2 channels  370 D that are similar in cross section to channels  38 D shown in FIGS. 33 and 32, in a similar way gases squeezed between face  380  and  360  as shown by short arrows will be squeezed into the two channels  380 D shown in FIGS. 33 and 32. As the squeezing continues, the compressed gases will be projected out of the channels  370 D as shown by long arrows to produce a swirl pattern indicated by circular arrows. This swirl will produce better mixture of the combustion of gases, and the charged gases will impinge on the area already ignited by spark plug  341  to spread the flame front. It is to be appreciated that rotation swirl across the chamber will accelerate as the distance across the combustion chamber  319  in the direction of swirl will decrease and therefore the moment of momentum will be conserved, as an ice skater spins faster as she pulls her arms in while spinning. This will provide mixing of the combustion gases until the combustion cycle ends. 
     Shown in FIG. 34A is a procedure for reducing the compression ratio of the combustion chamber  319  formed by vane  360 ,  370 ,  380  and  390  by displacing link  305  by shifting the shaft  303  from A to B. 
     FIG. 34B shows the crank shaft  332  and crankpin  332 A rotated 165 degrees with the link  305  link shaft  303  shifted from A to B with no substantial increase in the combustion chamber volume  319  therefore the shift A to B reducing compression ratio can take place at any time during the four cycles without interference between the vanes  360 ,  370 ,  380  and  390 . 
     Illustrated in FIG. 35A is a procedure for reducing the maximum size of the intake port  321 , by having means to displace the link shafts  302  and  303  at a rate equal to the displacements C to D and E to F, respectively. The portion of the intake port that is covered by vane  380 , is reduced and the duration of the opening of the intake port  321  is also reduced promoting higher intake gas velocity, at lower rotation speeds, to provide smoother and more economical operation. 
     As shown in FIG. 35B with link shaft  302  shifted from C to D and link shaft  303  shifted from E to F, there will be no substantial change in compression ratio determined by the volume of the combustion chamber  319  that is formed by vanes  360 ,  370 ,  380  and  390 . 
     FIG. 35C shows the combustion chamber  319  at a minimum volume between the end of the exhaust and the beginning of intake as this minimum volume will be substantially the same after shifting of link shafts  302  from C to D and link shaft  303  from E to F, indicating that no interference will occur and therefore the displacement C to D and E to F can occur during any portion of the cycle. It is to be appreciated that link shafts  302  and  303  may be displaced by relatively small amounts in any direction to increase and/or decrease the duration and opening of the intake ports  321  and exhaust ports  322  and in addition change the compression ratio.

Technology Classification (CPC): 5