Abstract:
An apparatus for the operation of a work object, in which the work object has a chamber adapted to receive a work material for the performance of an operation of the work material and converting the work material into a resulting substance and the apparatus has a first passage adapted to supply the work material to the chamber; a second passage adapted to release the resulting substance from the chamber; and a pair of slideable members individually moveable relative to the first passage and the second passage to control the operation in the chamber.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    Not applicable. 
       STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable. 
       BACKGROUND OF THE INVENTION 
       [0003]    (1) Field of the Invention 
         [0004]    The present invention relates to an apparatus for the operation of a work object and, more particularly, to such an apparatus which controls the operation of a work object with a precision, simplicity and dependability superior to that heretofore achieved in the art. 
         [0005]    (2) Description of the Prior Art 
         [0006]    A myriad of work objects, such as various devices, systems and the like, have been developed over centuries to advance the performance, improve the reliability, reduce the size and otherwise to improve upon prime movers, such as internal combustion engines and many other types of devices. Such efforts have not appreciably attained their objectives; that is, deficiencies, inadequacies and the like have continued to plague such efforts. 
         [0007]    One of the most prevalent of these inadequacies is associated with control of the flow of fluids, whether in a gaseous or liquid form or some combination thereof. Control of such fluids in an attempt to achieve the desired result has been replete with difficulties including, but not limited to, unreliable operation, particularly under unfavorable circumstances. For example, an increase or decrease in ambient temperature and/or the operational temperature may convert the gas into a liquid or the liquid into a gas. This occurrence usually renders the device inoperable, at least for as long as the adverse condition persists. Similarly, the complexity and necessity of extremely rapid movement of subassemblies and operative parts during operation over time may cause failures thereof, heat increase and seizing of operative parts which can, of course, cause the destruction of the work object. 
         [0008]    Another significant problem exists in the loss of power and performance due to the complexity of the subsystems and parts required for operation. More specifically, the output of the device is reduced in direct relation to the number and/or complexity of subsystems and/or operable parts required for its operation. Typically, this is a consequence of friction loss and other factors due to the interoperation thereof. Thus, a substantial deficiency in such work objects is the inherent loss of performance during operation of the work object. Where increased performance is achieved in a particular device, such as by increase in the size thereof, it is at the expense of what otherwise would, theoretically, be the optimum performance of the device. 
         [0009]    For example, in a prime mover, such as an internal combustion engine, there is a loss of torque and horsepower, an increase in operational temperature and the like due to the complexity of the subsystems and elements conventionally required for operation. This necessitates a larger engine to achieve the same production as would otherwise, theoretically, be possible with a smaller engine where these conditions did not exist, or were less substantial. The only other manner of achieving improved performance under such circumstances is the use of performance enhancing systems which have their own attendant adverse consequences. An internal combustion engine has substantial deficiencies in these and other respects as a result of such factors. 
         [0010]    Therefore, it has long been known that it would be desirable to have an apparatus for the operation of a work object which alleviates many of the deficiencies associated with the operation of conventional work objects; which has particular utility when used with respect to prime movers such as internal combustion engines; which substantially reduces the number of subsystems and moving parts required for operation; which alleviates the deficiencies associated with conventional devices; which avoids the complexity inherent in conventional devices; which operates with a precision, simplicity and dependability not heretofore achieved in the art; and which is otherwise entirely successful in achieving its operational objectives. 
       BRIEF SUMMARY OF THE INVENTION 
       [0011]    Therefore, it is an object of the present invention to provide an improved apparatus for the operation of a work object. 
         [0012]    Another object is to provide such an apparatus which has application to a wide variety of work objects in the operation thereof and which constitutes a substantial improvement over conventional systems and devices. 
         [0013]    Another object is to provide such an apparatus which has particular utility when employed relative to an internal combustion engine, or similar prime movers. 
         [0014]    Another object is to provide such an apparatus which does not require the use of a multiplicity of subsystems and operable parts such as required in conventional devices. 
         [0015]    Another object is to provide such an apparatus which achieves enhanced performance and dependability of use for a given size and weight of work object under operational conditions which are more severe than those in which conventional devices are capable of operating. 
         [0016]    Another object is to provide such an apparatus which is uniquely well suited to use in the operation of an internal combustion engine avoiding the necessity for using the multiplicity of subsystems and operative parts required by conventional devices. 
         [0017]    Another object is to provide such an apparatus which achieves enhanced performance when compared to conventional devices of substantially the same size. 
         [0018]    Another object is to provide such an apparatus which substantially reduces the friction loss and other detrimental effects during operation so as to minimize the reduction of performance inherent in the operation of conventional devices. 
         [0019]    Another object is to provide such an apparatus which can be set for use within parameters not heretofore achieved in the art so as to be adaptable for use on a wide variety of work objects. 
         [0020]    Further objects and advantages are to provide improved elements and arrangements thereof in an apparatus for the purposes described which is dependable, economical, durable and fully effective in accomplishing its intended purposes. 
         [0021]    These and other objects and advantages are achieved, in the preferred embodiment of the present invention, in an apparatus for the operation of a work object, in which the work object has a chamber adapted to receive a work material for the performance of an operation of the work material and converting the work material to a resulting substance, the apparatus has a first passage adapted to supply a work material to the chamber; a second passage adapted to release the resulting substance from the chamber; and a pair of slideable members individually moveable relative to the first passage and the second passage to control the operation in the chamber. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         [0022]      FIG. 1  is a partial diagrammatic view combined with a partial vertical section of the apparatus for the operation of a work object of the present invention. 
           [0023]      FIG. 2  is a somewhat enlarged, fragmentary, horizontal section of the valve assemblies of the present invention taken on line  2 - 2  in  FIG. 1 . 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0024]    Referring more particularly to the drawings, the apparatus for the operation of a work object of the present invention is generally indicated by the numeral  10  in  FIG. 1 . 
         [0025]    The apparatus  10  of the present invention can be employed in the operation of a wide variety of work objects. The specific type of work object with which the apparatus is used will, to some extent, be determinative of the precise form and mode of operation of the apparatus. In the preferred embodiment of the apparatus shown and described herein, the work object is an internal combustion engine generally indicated by the numeral  20  in  FIGS. 1 and 2 . 
         [0026]    The internal combustion engine  20  has a crankcase  21  composed generally of a lower housing  22  and an upper housing  23 . The crankcase has an interior  24 . The lower and upper housings have mounting flanges  25  which are disposed in facing engagement and are held in this position by nut and bolt assemblies, not shown. For illustrative convenience, gaskets, seals and the like are not shown, but it is to be understood that conventional parts of this type are employed as necessary and in accordance with conventional construction. The lower housing  22  and the upper housing  23  can be viewed as constituting an engine block  26 . 
         [0027]    The upper housing  23  of the crankcase  21  has, generally, a lower portion  30  and an upper portion  31 . The lower portion has a downwardly flared walls  32 . The upper portion  31  has outer walls  33  which are substantially parallel to each other, as shown in  FIG. 1 . The upper portion of the upper housing has interior walls  34  which are substantially parallel to each other and to the outer walls  33 . Each outer wall and interior wall have portions spaced from each other to define a coolant duct  35  therebetween. It will be understood that the coolant ducts extend through the engine block  26  for cooling of the internal combustion engine in the conventional manner. The upper portion  31  of the upper housing  23  has a flat terminal surface  36 . 
         [0028]    The upper housing  23  of the crankcase  21  has an engine cylinder generally indicated by the numeral  50 . The engine cylinder is bounded by a cylindrical cylinder surface  51  in the upper portion  31  of the upper housing. The engine cylinder has an upper end portion  52  and an opposite lower end portion  53 . The engine cylinder has an upper cylinder opening  54  which extends through the flat terminal surface  36  of the upper portion  31 . 
         [0029]    A crankshaft is generally indicated by the numeral  59  in  FIG. 1 . The crankshaft  59  is mounted within the interior  24  of the crankcase  21 . It will be understood that, as in a conventional internal combustion engine, the crankshaft  59  extends longitudinally through the crankcase and is operable to be reciprocated by a plurality of piston assemblies in their respective cylinders in the designed sequence of movement during operation of the internal combustion engine. 
         [0030]    More specifically, a crankshaft assembly  60  is mounted on the crankshaft  59 . A crankshaft assembly is generally indicated by the numeral  60  in  FIG. 1  mounted on the crankshaft within the interior  24  of the crankcase  21 . The crankshaft assembly has a crankshaft body  61  mounted on the crankshaft, as shown in  FIG. 1  and as hereinafter be described. The crankshaft body has an enlarged weighted portion  62  and a pivot portion  63 . The crankshaft body has a bearing assembly  64  through which the crankshaft rotationally extends. Similarly, the crankshaft body  61  has a piston rod bearing assembly  65 . 
         [0031]    The internal combustion engine  20  has a plurality of piston assemblies therewithin. For illustrative convenience, only one such piston assembly, generally indicated by the numeral  70 , is shown and described herein. The piston assembly has a piston rod journal  71  mounted for rotational movement in the piston rod bearing assembly  65 . A connecting rod assembly  72  is mounted on the piston rod journal  71  for movement therewith. More specifically, the connecting rod assembly has a lower portion  73  which is mounted on the piston rod journal and an opposite upper portion  74 . 
         [0032]    A piston  80  is mounted on the upper portion  74  of the connecting rod assembly  72 . The piston has a cylindrical piston body  81  having an outer cylindrical surface  82  and an upper surface  83 . A plurality of piston rings  84  are mounted on and extend about the piston body outwardly from the outer cylindrical surface  82  and into engagement with the cylinder surface  51  of the engine cylinder  50 . A piston pin passage  85  extends through the piston body. A piston pin  86  extends through the piston pin passage  85  and through the upper portion  74  of the connecting rod assembly  72  pivotally to mount the piston body on the upper portion of the connecting rod assembly. 
         [0033]    The piston body  81  is thus mounted in operative connection with the crankshaft  59  for reciprocal movement of the piston body within the engine cylinder  50 . 
         [0034]    A cylinder head assembly  100  is mounted on the engine block  26 . The cylinder head assembly has a cylinder head body  101  having a lower surface  102  and an upper surface  103 . The lower surface of the cylinder head body defines a flat plane which facingly engages the flat terminal surface  36  of the upper portion  31  of the upper housing. The lower surface is retained in such facing engagement by bolts, not shown, removably to retain the lower surface and upper surface in sealing relation. 
         [0035]    An intake passage  104  extends arcuately through the cylinder head body  101  from an intake port  105  to a cylinder port  106 . An exhaust passage  107  extends arcuately through the cylinder head body from a cylinder port  108  to an exhaust port  109 . A combustion chamber is generally indicated by the numeral  110  and is bounded by an upwardly tapering cylindrical surface  111 . The cylindrical surface has a lower edge  112  and an upper surface  113 . The intake port  105  of the intake passage communicates with the exterior of the cylinder head body for connection to a fuel and air source, not shown. The exhaust port  109  communicates with the exterior of the cylinder head body for connection to an exhaust system, not shown. The cylinder ports  108  and  109  of the respective intake passage  104  and exhaust passage  107 , communicate with the combustion chamber  110 . As will become more clearly apparent, due to the area both within the cylinder head assembly  100  and externally thereof as a result of the present invention, the intake and exhaust passages and their respective intake port, cylinder port and exhaust port can be extended through the cylinder head assembly in virtually any preferred positions. In other words, the fact that the apparatus of the present invention does not use many of the operative components required by a conventional internal combustion engine, such as a timing belt or chain; cam shaft and cam gear; valve lifters; conventional valves; push rods; rocker arms; valve springs; valve spring retainers; retainer locks; and other conventional equipment; there is substantially more space available for receiving and mounting components in a wide variety of different positions. 
         [0036]    A spark plug passage  120  extends inwardly of the cylinder head body  101  and communicates with the combustion chamber  110  through a spark plug port  121 . A spark plug  122  has a spark plug body  123 . The spark plug body has a spark plug head  124  received in sealing relation within the spark plug port  121 . A spark plug igniter is mounted on the spark plug head and extends a very short distance into the combustion chamber  110 . At its opposite end, the spark plug body  123  has an upward by extending spark plug terminal  126 . 
         [0037]    Turning then, more specifically, to the apparatus  10  of the present invention, the apparatus has a left sliding valve or control assembly  150  and a right sliding valve or control assembly  151 , as perhaps best shown in  FIG. 2 . As will subsequently be discussed in greater detail, the left control assembly  150  and the right control assembly  151  are operated separately from each other or together within the internal combustion engine  20  in place of conventional valves in accordance with the present invention. In other words, the apparatus  10  of the present invention does not employ conventional valves in the internal combustion engine. 
         [0038]    The left control assembly  150  has a control passage  160  extending from a predetermined position within the cylinder head body  101  into the upper end portion  52  of the engine cylinder  50  and into communication with the cylinder port  106  of the intake passage  105 . The control passage has a recessed portion  161  which faces downwardly toward the piston  80  within the engine cylinder  50 . The recessed portion of the control passage has a terminal wall  162  and lateral walls  163 . The control passage has a slotted portion  164  defined by lateral walls  165 , a mouth  166  and a terminal wall  167 . The mouth  166  directly communicates with the recessed portion  161  through the cylindrical surface  111  of the combustion chamber  110 . A solenoid mounting passage  168  extends into the cylinder head body  101  and communicates with the control passage  160  through the terminal wall  167  of the slotted portion  164  of the control passage. 
         [0039]    A left solenoid assembly  175  is mounted on the cylinder head body  101  and has a main housing  176 . A mounting cylinder  177  is mounted on the main housing and is received in the solenoid mounting passage  168  and is mounted therein and thereby on the cylinder head body  101 . An electrical power cable  178  is operably mounted on the main housing  176  in electrically supplying relation thereto. The left solenoid assembly has a control shaft  179  operably extending through the mounting cylinder from the main housing. The control shaft  179  extends through the mounting cylinder into the slotted portion  164  of the control passage for reciprocal movement therewithin under the control of the main housing  176  of the left solenoid assembly  175 . The control shaft has a terminal end  180 . 
         [0040]    A substantially flat control member  181  is mounted on the terminal end  180  of the control shaft  179  for slidable movement in the control passage  160  from a retracted position, substantially fully received in the slotted portion  164  of the control passage, to an extended position, substantially fully received in the recessed portion  161  in sealing relation to the cylinder port  106  of the intake passage  104 . The control member  181  has a terminal edge  182 , lateral edges  183  and a trailing edge  184 . The control member has an upper surface  185  and a lower surface  186 . 
         [0041]    The right control assembly  151  has a control passage  200  extending from a predetermined position within the cylinder head body  101  into the upper end portion  52  of the engine cylinder  50  and into communication with the cylinder port  108  of the exhaust passage  107 . The control passage has a recessed portion  201  which faces downwardly toward the piston  80  within the engine cylinder  50 . The recessed portion of the control passage has a terminal wall  202  and lateral walls  203 . The control passage has a slotted portion  204  defined by lateral walls  205 , a mouth  206  and a terminal wall  207 . The mouth  206  directly communicates with the recessed portion  201  through the cylindrical surface  111  of the combustion chamber  110 . A solenoid mounting passage  208  extends into the cylinder head body  101  and communicates with the control passage  200  through the terminal wall  207  of the slotted portion  204  of the control passage. 
         [0042]    A right solenoid assembly  215  is mounted on the cylinder head body  101  and has a main housing  216 . A mounting cylinder  217  is mounted on the main housing and is received in the solenoid mounting passage  208  and mounted therein and thereby on the cylinder head body  101 . An electrical power cable  218  is operably mounted on the main housing  216  in electrically supplying relation thereto. The right solenoid assembly has a control shaft  219  operably extending through the mounting cylinder from the main housing. The control shaft  219  extends through the mounting cylinder into the slotted portion  204  of the control passage for reciprocal movement therewithin under the control of the main housing  216  of the right solenoid assembly  215 . The control shaft has a terminal end  220 . 
         [0043]    Although, in the preferred embodiment, as heretofore described, the left control assembly  150  and the right control assembly  151  are electric and electrical, they could also be of any other suitable type such as pneumatic, hydraulic, mechanical or the like. 
         [0044]    A substantially flat control member  221  is mounted on the terminal end  220  of the control shaft  219  for slidable movement in the control passage  200  from a retracted position, substantially fully received in the slotted portion  204  of the control passage, to an extended position, substantially fully received in the recessed portion  201  in sealing relation to the cylinder port  106  of the intake passage  104 . The control member  221  has a terminal edge  222 , lateral edges  223  and a trailing edge  224 . The control member has an upper surface  225  and a lower surface  226 . 
         [0045]    Referring more particularly to  FIG. 1 , the apparatus  10  has a control system generally indicated by the numeral  250  therein. In the preferred embodiment disclosed herein, the control system  250  is electronic. However, the control system, if preferred, can be hydraulic, pneumatic, or any other suitable type of control system. 
         [0046]    The control system  250  has a central processing unit (C.P.U.)  260  which is shown diagrammatically in  FIG. 1 . The central processing unit is, in large part, a computer which is adapted and programmed to operate the control system as hereinafter described. The central processing unit houses the internal storage, processing, control circuitry hardware and software, not shown, of the control system. 
         [0047]    It will be understood, however, that the central processing unit  260  can be constructed in a wide variety of different forms for operation in a multitude of different modes of operation to accomplish the operations herein described relative to this preferred embodiment of the subject invention. The present invention is not to be limited to a specific type or structure of central processing unit nor is the control system  250  of this preferred embodiment of the subject invention so limited in any respect. 
         [0048]    The location of the central processing unit  260  as well as the other components of the control system  250  hereinafter to be described can be mounted in any suitable locations relative to other portions of the work object. Thus, for example, in order to avoid the central processing unit being subjected to the heat produced by the internal combustion engine and other deleterious conditions and substances during operation, the central processing unit can be mounted in a position remote from the internal combustion engine and otherwise protected from damage or malfunction. 
         [0049]    The control system  250  has a crankshaft position sensor  270 , a trottle position sensor  280  and a load sensing device  290 , as shown in  FIG. 1 . The crankshaft position sensor is operably connected to the central processing unit  260  by a signal cable  295 . The trottle position sensor is operably connected to the central processing unit by a signal cable  296 . The load sensing device is operably connected to the central processing unit by a signal cable  297 . 
         [0050]    The central processing unit  260  is operably connected to the spark plug terminal  126  of the spark plug  122  by a control cable  300 . The central processing unit is operably connected to the left solenoid assembly  175  by a control cable  301 . The central processing unit is operably connected to the right solenoid assembly  215  by a control cable  302 . 
       Operation 
       [0051]    The operation of the described embodiment of the subject invention is believed to be clearly apparent and is briefly summarized at this point. 
         [0052]    The work object in the preferred embodiment of the subject invention is an internal combustion engine  20 . This is, however, only one such type of work object and is representative of a wide variety of types of work objects upon which the apparatus  10  can be employed. In the preferred embodiment, the internal combustion engine can be used in an automotive vehicle, boat, aircraft, industrial engine, or any other type work object. In the disclosed application, for illustrative convenience, the internal combustion engine can be visualized as employed in an automotive vehicle, not shown. 
         [0053]    In use, operation of the internal combustion engine  20  of the automotive vehicle is initiated in the conventional manner utilized in the automotive vehicle, such as turning the ignition, not shown, to an “on” position. At this time, the central processing unit  260  operates the left control assembly  150  and the right control assembly  151 . The central processing unit places the control member  181  of the left control assembly in an open position; that is, with the control shaft  179  in a fully retracted position within the control passage  160 . This slides the control member  181  to a fully retracted position within the control passage  160 . The central processing unit slides the control member  221  of the right control assembly  151  to a closed position; that is, with the control shaft  219  in a fully extended position within the control passage  200 . This slides the control member  221  to a fully extended position within the control passage  200 . Thus, at this time the cylinder port  106  of the intake passage  104  is in a fully open position communicating with the combustion chamber  110 . At the same time, the cylinder port  108  of the exhaust passage  107  is in a fully closed and sealed position. 
         [0054]    A charge of a fuel and air mixture produced by the automotive vehicle is passed into the combustion chamber  110  through the open cylinder port  106  by a carburetor, fuel injector, or other means, not shown, of the automotive vehicle. Thereafter, the central processing unit  260 , by means of the left control assembly  150 , slides the control member  181  to the fully closed and sealed position shown in  FIG. 1 . The combustion chamber is thereby fully sealed by the control members  181  and  221 , respectively, as well as by the upper surface  83  of the piston  80 . 
         [0055]    The central processing unit  260  thereafter operates the spark plug  122  to ignite the fuel and air mixture within the combustion chamber  110 . The fuel and air mixture explodes within the combustion chamber, causing the piston  80  to be forced downwardly in the engine cylinder  50 . This energy is transferred to the crankshaft  59  by the piston rod  71  and connecting rod assembly  72 . The crankshaft is thereby rotated three hundred and sixty degrees (360°) through the medium of this engine cylinder  50  and the other engine cylinders of the internal combustion engine, not shown. This energy is passed in the normal manner from the crankshaft to drive the automotive vehicle through the otherwise normal operative components, not shown. 
         [0056]    As the crankshaft  59  rotates in the described manner, the piston  80  is moved first downwardly in the engine cylinder  59  and then upwardly to the position shown in  FIG. 1 . At the same time, the central processing unit  260  operates the right control assembly  151  to slide the control member  221  thereof to a fully retracted position thus opening the cylinder port  108 . 
         [0057]    As the piston  80  moves upwardly in the engine cylinder  50 , the gases created, by the prior explosion of the fuel and air mixture, are expelled from the combustion chamber  110 . These gases are thus forced through the open cylinder port  108  and from the internal combustion engine  20  through the exhaust passage  107  and exhaust port  109 . 
         [0058]    As the piston  80  approaches the upper position shown in  FIG. 1 , the central processing unit  260  operates the right control assembly  151  to slide the control member  221  to the fully closed and sealed position shown in  FIG. 1 . As the piston approaches the upper most position in the engine cylinder  50 , the central processing unit  260  operates the left control assembly  150  to slide the control member  181  to the fully open position to permit another charge of the fuel and air mixture to the combustion chamber  110  and then to close and seal the control member  181  to entrap the new charge of the fuel and air mixture in the combustion chamber. At this time, the control members  181  and  221  respectively are both in the fully closed and sealed positions shown in  FIG. 1 . The charge of fuel and air mixture is then compressed by the piston and ignited by the spark plug.  122 . 
         [0059]    This cycle is rapidly and continuously repeated to drive the internal combustion engine  20  and thus the automotive vehicle. The central processing unit  260  receives information from the crankshaft position sensor  270 , the throttle position sensor  280  and the load sensing device  290  so that the central processing unit controls operation of the internal combustion engine  20  so as to provide the desired performance thereof. The central processing unit can be adjusted to control operation of the internal combustion engine for the desired performance therefrom. 
         [0060]    The apparatus  10  of the present invention possesses a myriad of improvements over the prior art, some of which have already been described. The simplicity, dependability, reliability and the like are some, but not all, of these benefits not heretofore achieved in the art. In addition, the apparatus provides advancements relating to the timing of an internal combustion engine or the like. The apparatus permits the achievement of optimal timing for a variety of different operational conditions. These conditions include but are not limited to, achieving optimal timing of the engine for idling, cruising, a wide open throttle, deceleration and many other such conditions. Furthermore, the apparatus operates to permit the engine, and thus the automotive vehicle, to achieve optimal gas mileage, performance, exhaust emissions and the like. 
         [0061]    Therefore, the apparatus for the operation of a work object of the present invention is particularly well suited to alleviate many of the deficiencies associated with the operation of conventional work objects; has particular utility when used with respect to prime movers such as internal combustion engines; substantially reduces the number of subsystems and moving parts required for operation; alleviates the deficiencies associated with conventional devices; avoids the complexity inherent in conventional devices; operates with a precision, simplicity and dependability not heretofore achieved in the art; and which is otherwise entirely successful in achieving its operational objectives. 
         [0062]    Although the invention has been herein shown and described in what is conceived to be the most practical and preferred embodiment, it is recognized that departures may be made therefrom within the scope of the invention which is not to be limited to the illustrative details disclosed.