OES ENGINE
/ James Frank Osterbur/ inventor-owner
Abstract:
OES-engine Non-provisional utility patent requested. This invention, uses a combination of force inducing methods, to accumulate the disciplines needed to refine order into revolving motion. Particularly suited, for large scale operations; such as replacing steam driven electrical generation. . BUT with scaled down versions listed as choices. The construction of thought has been used; for the purpose of “green energy efficiency, as includes electrical storage”/ as is consistent with these conceptions, to be filed: as described methods. To reform the internal combustion engine/ and save a percentage of the energy, heat, and its pollution; being used to create work. And initiate much larger scale internal combustion engines: which are “lighter, cheaper, and more efficient to operate”.
OES ENGINE
/ James Frank Osterbur/ inventor-owner
Background:
IN PARTICULAR; by creating an option to remove independent cylinders, with independent crankshafts: from power generation by a common clutching device. Along with a gate valve to shut off the transmission of pressures: when not in use; as is reasonable, to expect “green results”. The formation of this machine is particularly noted to be NOT ONE CRANKSHAFT/ but many; as is to replace; what is common. This is intended to modify current limits on size; by construction of larger total displacement engines. Efficiency upgrades to include: Similar in concept to diesel replacing steam in trains. Various applications of the primary principles as is suited to different applications. A revolving valving system is an invention in internal combustion engines both 2 and 4 cycle; as are derived by choices to be made. Including non-conventional methods of electrical generation or storage.
SUMMARY:
Primary to the value added is the ability to choose the power relative to what is needed to be produced. Letting the machine adapt. As is the concept of individual crankshafts, being clutched for off duty energy conservation; along with other choices to be made, which includes a gate valve to stop all interaction between the machine and its individual cylinders. A 2-cycle version; which transmits power to a turbine to create “fuel to revolving power” is included. Various choices are listed
PRIMARY component; a machine which does not use; a single crankshaft to generate power from internal combustion engines/ a machine suited to turbine uses. A machine capable of using “dust fuels”; Specifics are for ELEVATIONS of PURPOSE; to describe Understanding the OES ENGINE
no illustrations are provided, at this time (the process is lengthy, and time consuming)/ therefore extensive descriptions are used. This earth NEEDS relief.
OES ENGINE
/ James Frank Osterbur/ inventor-owner
SPECIFICATIONS
1. A VERY LARGE cylinder/ piston engine: WORKING with the combination of independent crankshafts/ for each piston assemblies which work through gearing, together to form a primary output shaft, for the unit machine. That is working in combination together/ or as independent units: for greater horsepower/ or greater efficiency under lighter loads. “EXPERIMENTAL”: Very Large cylinder-very long/ piston combinations; have the ability to incorporate: #39;“side wall cylinder ports”/ through which smaller proportional explosive events can be added; with critical timing/ and valving. To “the push piston up/ or push the combustion products down”. These working as if an “afterburner” on a jet engine; for unexpected bursts of “power needed”, for short applications: remembers “fire/ does not have the same effects, as an explosion”. The locked together gearing of the output shaft of the machine working as a unit whole; eliminates the need for “flywheel operations”.
2. “BASIC KNOWLEDGE, elements of force”: Heat works by creating an expansion (space, between the molecules). When that space/ heat; is collapsed by work/ it no longer functions as forcing movement of that work. Heat thereby creates time/ whereas cold takes time back. Gravity works; by condensing space; thereby it functions to move weight elements (atomic sourced) closer, causing density. Which means: gravity and cold are functionally the same thing; consequently, we know “that dark matter (the disciplines of order)/ dark energy is involved in gravity”. Or more distinctly gravity moves, by methods of atomic concentration/ while pure cold stops that movement, and asserts: disciplined order has been resolved. Constructively, gravity is Used later, as an element of invention here. BEYOND invention; it is clear, that thought forms from the movements, between time and death (no movement). While the ascension of life, is to discover the force which is used to create both time and thought. [you patent the mutilation of nature/ I expect no less]. THIS STATEMENT reflects the steps taken to recognize and identify what is considered to be of value, for life and earth/ as discovery constructs, the choices, as are given here.
3. Secondary use of power by fuel combustion gases: through a shift change, in the cyclic operation of a standard piston engine. From 4 cycle pushing the piston to power the crankshaft; evicting the combustion gases/ TO forcing those combustion gases through a downward piston push enforced by crankshaft operation: which then pressurizes a “jet stream” against a common to all cylinders; rotor wheel/ to turbine assembly. In 2 cycles (does not mix oil and fuel_) Designed to accept that pressure and use it to further the purpose of turbine created rotational power onto the output shaft. With the addition of: “steam turbine vanes”/ directed by rotor wheel functions; into “jet-like engine vanes” which turn combustion gases into rotational forces. To pass the pressures through, the turbine; by collecting energy for rotational motion through the pressure already created; now subjected to common turbine operations. Truly large engines require a turbine capture of exhausted energy; true efficiency requires: the alternate uses of exhaust, for the residual heat prior to eviction. Such as heating water for public use.
4. Valving for this operation is done through the rotor wheel affixed to the output shaft. Being large in diameter; proportional determined by the parameters listed. Are based upon cylinder piston applications, and rpm requirements; as have been “ring mounted/ in some designs” in position; around the inner rotor wheel; which holds the “revolving valving”. There are three basic elements to the common construction of “valving the wheel”. These repeat the cycle of ignition, pressure distribution of combustion gases through, the wheel surfaces; valving as designed. And refilling the cylinder air/ fuel mix needed to repeat the combustion cycle of the cylinder. Primary difference apart from valving; to the basic cylinder cycle is: pressurizing the exhaust portion of the cycle into turbine use; instead of releasing it to outside air. Very large machines require a turbine to capture that energy.
5. Fundamental to the operations of this machine are: the ability to remove a single cylinder at any time, from ignition/ without affecting motion of the machine. Losing power of a cylinder not needed; to create its efficiency for the unit machine. “Unless only one cylinder is in operation”. Which can become either repeatedly fired through a rotational cycle; or if computer controlled; ignition can be used only to continue motion of the machine with minimal power being generated. When desired for minimum operational status. This independent operation, is done by clutching the gearing to disengage a single crankshaft: through its individual gearing: thereby eliminating its rotation with the machine as a whole. Timing operations to reinsert; may include a “starter motor”/ to assist in motion control. A port or gate closing valve (directional vanes; filling air or exhausting gases) installed between the cylinder and the rotor wheel separates the function of directing flow in and out of the cylinder; for each one: of each cylinder; used to power the whole machine.
6. Functional values to the operation of the machine includes: the potential to use dust fuel/ in this “OES engine” operation; using cyclic rotational common to all combustion cycle engine. But using different type: fuel sources, by incorporating a “fueling piston”; for greater intensity ignition of harder to burn fuel sources/ along with ash removal.
7. The internal (within the housing) exhaust turbine: which uses common steam style/ type vanes to engage the combustion gas pressures being released by the cylinder. Is either to be used separately as a dedicated “exhaust power turbine”; in 2 cycle operations. OR as a combination turbine: divided by rotating labyrinth seals (for efficiency/ to divide pressurizing air in/ from combustion pressures going out. Combination vanes, are used for efficiency of space. thereby the central or middle portion of this machine; is used to pressurize air for use in each cylinder to charge each cylinder with air: when the rotor wheel valve is opened: thereby with air/ fuel mix for ignition.
8. Each independent crankshaft in full operation combines with gearing; to create a uniform, output shaft rotational force. However, since these are generally low rpm rotations: EACH crankshaft “power shaft end”; can be individually partitioned out; geared up or down. To operate an independent generator for combined generation of electricity: or other work end: at these crank “higher machine RPM”/ independent locations; already in place for use. With only minor alterations of the work formation for complete independent rotational results. Requiring less gearing overall. Dependent upon purpose, machine use. These independent work combinations can also add horsepower from the machine as a whole working through the independent crankshaft gearing.
9. The experimental version: which uses two cylinders/ two pistons, as one unit machine: with twin rotor wheel valving to creating pulse fired operations. By using or working with glide pistons; and computer controls in unison with each other/ to avoid crankshaft operations. Explosive ignition pushes the piston forward/ valving uses compression and the opposite piston ignition explosion; to cushion the travel and push it back. Creating turbine power as a result of energy release. Page 59
10. The industrial version; uses a wheeled piston/ and machine gun ignition. More at; “page 62”.
theory of operations: THIS INVENTION THEN INCLUDES:
11. Primary element: is the use of several independent piston and crankshafts/ distributed around the common ring structure, to facilitate the unit, singular purpose; of rotational power into the output shaft. A singular Engine rotor wheel, and its output shaft being the unifying factor of the OES machine. Each cylinder/ piston combination, contributes to the brute force being generated by the unit (all things combined OES common engine: output. Cyclic fossil fuel combustion/ power generation includes. Each crankshaft being independent by design; through clutching from the OES machine as a unit. Requires that each cylinder combination: to be separated. By clutched crankshaft, requires the means: “methods for closing a gate valve”; to separate cylinder, from the rotor wheel; as in no valving now; or no pushing air in and gases out. Closed off by design.
12. Timing elements, motion activators; allow and create a smooth transition; for a cylinder not being used/ to go back into powered motion, THEN contributing power, for the whole. Each cylinder clutched; Can then be either used to produce their addition of power needed. Or can be effectively removed from operation without inhibiting or costing efficiency in the machine; in any other way.
13. Other differences include once ignition occurs: the explosive upstroke force has driven the piston, producing power in the crankshaft, which is directed through gearing, into revolutions for the entire machine. The power cycle continues with: Combustion products are then defined by piston movements pushing these products out (as is common). But in this invention: those combustion pressures are directed into rotor wheel movements or flows; which are creating more torque; by using those pressures to turn exhaust driven turbines. For their common contributions; to all cylinders, by the turbine(s) on the output shaft.
14. Each individual crankshaft then uses fuel in combination with mechanical power, to create the initial power stroke in piston movement. Then pressure from ignition; once expended in the upstroke. The piston pushes, in the down-stroke piston movement: evacuating the cylinder: that force creates a secondary pressurizing the rotor directional vanes to engage the turbine vanes-plates: for rotation. This produces a secondary stroke of power adding torque to the first; output rotational forces onto the rotor primary output shaft. To generate more horsepower and efficiency of operations.
15. Primary to the elevation of this machine as an invention is: FAR GREATER horsepower can be generated by many independent crankshafts: combined by gearing into one machine. Than, can be produced by only one crankshaft connecting many cylinders at once; as is common today. Or more distinctly: this machine isolates one piston/ to one crankshaft: while using many potential cylinders on the same machine’; being combined together or used separately to create a vastly different conclusion of parts. Rather than many pistons turning only one single crankshaft; together. Eliminating the weights, costs, and structure that requires.
16. The difference here, in this part of the operation is: unlike a commonly used combustion engine; generating power only through the upward force of expanding gases due to ignition; of today. The “not-exhausted combustion gases”: are reused through mechanical power in a secondary, downward piston force; which moves them through a recovery turbine instead.
17. These combustion gases are moved, by the piston, through the crankshaft and connecting rod: to create pressures with the opposite piston direction; for use by the turbine(s); generating by the secondary power stroke of a crankshaft; into turbine revolutions.
18. All cyclic elements of the OES engine; are Controlled through rotational rotor wheel; valving methods. As the rotor wheel turns: it rotates into place: confinement of the explosion/ then pressurization of the turbines/ then refilling of the cylinder fuel mix/ compression of the gases; to create a 4-stroke ignition event. This valving contributes to the additional torque and horsepower through that regenerative action with the turbine. By downward piston force generating more power than is used; by enforcing combustion gases: into, a jet-like pressure; onto the turbine style vanes used in conjunction with the rotor wheel valving. Those pressures being reused; now engage the turbine vanes; by directional vanes through or onto the rotor wheel, as is contained by the engine housing. That force, causes further rotational power to be present from the turbine; which is locked, to the primary output shaft. The primary rotor, gearing, and output shaft; of the machine are locked together except for clutching. Thereby all cylinders are operating through the rotor wheel, its timing and its gearing/ to contribute to its common output rotational power. Turbines can be geared at different RPM than the output shaft; while remaining locked together.
19. To engage and create motion just like the piston itself did do; with pressures. Through its timed, previous combustion of the fuel, being used. That produces: A secondary effect, on the turbine; multiplying the energy released by fuel. Through the design of a machine, intended to multiply force by adding a secondary value to the pressures already released by the process. In this 4-stroke machine. Each crankshaft being geared through or with rotor timing on the output shaft; to enforce, the whole machine is working as one solitary unit.
20. by adding in “a jet like/ steam turbine assembly”: to one or both sides of the rotor wheel. This contributes to that enforced motion of fuel combustion: the expectation is greater efficiency. Critical to the basic elements of operation is: a smaller, lighter, cheaper, BUT much larger horsepower: version of mechanical forced rotational power; by fossil fuels. Then is currently available, from single source crankshaft operates all pistons (used today). Different than those “common engine designs”; is the addition of gearing aided to tie each independent cylinder crankshaft to combine each, together with the rest. Which can then be disengaged or designed to be just one cylinder turning the rotor/ while using the greater efficiency of secondary pressure through turbine operations. Pressurization of a rotor directional assist then: elementally aids and abets the work being done. By adding to all the work being produced by all cylinders used: to increase the effect of greater horsepower, through its single or double source turbines. Which are locked to the primary rotor wheel, and its output shaft.
21. In the finite world of physical energy transfer into mechanical motions, from fossil fuels. It is generally true/ that one kind of fuel “dust”; is not well received by different types of engines common to (mechanical motion). In this OES engine however we use the same basic components to describe the alteration of heat into mechanical motion; is expected to use both “ignitable dust”: as well as liquid/ fuel vapors as the propellant from fuel energy sources. There are differences in timing/ therefore specific elements; for the creation of motion; from each fuel. But the basic engine components will remain the same. However, the potential to refuel the engine with dust; adds the experimental 2-cycle version of this engine. Or more distinctly: instead of a 4-stroke engine to complete the cycle. The 2 cycle fills the cylinder with air/ fuel; ignites that fuel in the full up extension of the piston. Then uses the crankshaft and piston to push the combusted fuel out; into the exhaust turbines waiting to receive it. Primary mechanical push is then provided, by the crankshaft with expanding gases: but the power comes only from the turbine(s). this cycle repeats with every 2 strokes.
22. An ignitable dust: does not have to be coal/ IT CAN be from agricultural products. Which then opens the door to areas of this world; that have agriculture, but no fossil fuels. Enabling electrical generation for instance; by people too poor to buy fuel. Used at scheduled times; for cooking/ it stops the demand for charcoal. Aids all life, by protecting the forest.
23. We will deal with the use of “ignitable dust; such as coal” as the first concept of disciplines harnessed to create the motion needed for work in a 2-stroke machine. As open cylinder ignition suggests; “a cleaner burn” for dust fuel use; will then eliminate numerous pollution complaints/ while continuing to use a valuable fuel source. In the circular mechanical motion, we use; how best to create forces we can use: must include all available options. In this version of a 2 or 4 stroke engine; we begin with the basic components as described:
BASIC DESIGN:
24. a primary output shaft upon which the entire momentum and torque, of the machine is transferred/ unless bleed off by independent crankshaft uses. Using two central output shaft bearings to transfer force into motion; where engaged with the structural supports of the housing. That encloses primary rotor functions, valving, turbines; the secondary working parts of the machine. Pistons/ cylinders, and crankshafts being first. Or with the structural components holding the forces being released onto the turbines through the rotor or through directly onto the primary output shaft; by gearing. Even if not fully enclosed: as detailed later. The machine uses known values to create a new invention from those values.
25. The OES engine is Enclosed by a structural ring which provides mounting; integration of what is needed to assist operations of the whole. The primary central shaft; is for the transmission of motion, and thereby rotary action due to forces applied throughout the machine. “third forces” can be “bleed off” as needed on the independent crank assemblies.
26. The rotor wheel constitutes how valving is worked. As it rotates different purpose valving engages with the cylinder “port or gate directional valve; if used”. To contain the explosion the rotation covers the cylinder opening “with a door”/ to evict the pressures of that explosion rotational release opens the door, and proves the flow will engage with the turbines/ then a second door will open and refill the air fuel mixture; in both 2 and 4 stroke versions. Timing however is different in each.
PISTON AND CYLINDER AND ROTOR:
27. The primary impact zone of heat related forces due to ignition of the fuel; is the piston and cylinder first. Then a circular rotor wheel; that forms the basis of the machine unified. AS a combined working force generated by independent crankshaft/ pistons; combining with turbine generated rotation from the same pressures guided onto the output primary shaft; by machine gear driven forces.
28. The impacting force of an exploding fuel: in a 4-cycle stroke design engages with the piston first/ THEN with secondary forces; the crankshaft applies pressure to this rotor wheel and its turbine(s); whether through gearing or not.
29. In a 2-cycle stroke design; the exploding forces are used to drive the rotor wheel turbine(s); thereby creating an alternate means of forcing output rotation. By forcing the exploded gases out with the piston cylinder combination by crankshaft. Crankshaft is secondary to the power stroke being pushed into the turbines; in 2-cycle.
30. The piston/cylinders are spaced around the structural ring & housing; and are mechanically attached through the gearing to the rotor wheel and its turbine(s). cylinders can be attached to the ring structure or its housing. The crankshaft and connecting rods can be attached to the structural components or can be standing alone separate: such as mounted to the floor. Through appropriate directional porting; pressures going into the rotor wheel can be used to drive the rotor wheel and its turbine(s): with its pressurized combustion gases, cylinder exhaust. That allows cylinder placement to be “perpendicular to the rotor wheel output shaft/ or horizontally opposed as is the example of two cylinders working opposite each other; with only one crankshaft; “such as a BMW motorcycle has been”. Or horizontal. Or at any angle: by the method of critical valve porting: as is used to releasing those combustion gases onto the rotor wheel for the turbine in a direction-ally critical way. The power of a crank in 4 stroke design is regulated by gearing which locks it onto the primary output shaft. The power of the explosion in a 2-cycle design it directed into the rotor turbine(s); with pulse extending power enabled by the piston being used in cylinder to push the pressures out. Through valving/ by rotor timing, with the output shaft. Rotational speeds/ sizes/ lengths/ design specs, etc.: govern it all.
ROTOR WHEEL
31. generally, for instruction: the rotor wheel can include variation of design (expanded below). But it is primarily a housing rotating as a wheel that allows for appropriate ducting; flows in or out, inside; pressure accumulation of air for combustion; inlets for turbine produced air for combustion. Labyrinth seals as may be important “top or side” for containment or other. At the top rotor surface (parallel to the shaft); which spins within the housing enclosing it. Includes 2nd valving designs which include; as if it were a water wheel; pressure is functionally diverted onto designed cups, for directional output; which further direct that flow directly into the turbines located on both sides. Vanes or cuts in the top of this style valving; create directional flow positions to be used; to allow deliberate forces to be applied to create the secondary rotation; on either side (most designs). Turbines replicate the basic design; as is common to steam or jet engine; turbine rotation. Combining all cylinders, with the turbine input: adds power. Effecting motion in the repeating cycle of valving on the rotor wheel itself, controls the combustion cycle. Thereby the rotor wheel, functions to tie in, the whole machine as a unit of force.\
IGNITION
32. To create the forces needed to drive the machine: we ignite the fuel within a common cylinder and piston arrangement located vertically, perpendicularly, horizontally, or at a defined plane to the rotating wheel: based upon need. So that upon ignition the forces within the cylinder shall create the work. Which is then transferred by pressure release inside the cylinder to the piston, going upward from the explosion. Which then drives the crankshaft through its connecting rods into gearing and turbine force. Which is then transferred by crankshaft circling; to downward piston motion: to force the combustion products: outward into the “rotor wheel force cups or cuts” on top of the rotor wheel to turn the rotor; or force the turbine(s) themselves. That are being used to apply secondary pressure force to aid in rotational power. By adding that power to the rotation of that primary rotor wheel, through the turbines and the machine central output shaft.
EXPERIMENTAL
33. The elemental ignition of coal “dust fuel”/ requires experimentation. but is not expected to be forced into the compressed state of cylinder air combustion. But like common operations of vapor fuel; is introduced at the beginning of the AIR cycle. Ignition however could be excited within, or close too: the greatest expanse of open cylinder possible, IF EFFECTIVE. So that the greatest effect of combustion on that dust; will be allowed/ least toxic pollution byproducts achieved. The energy remains within the cylinder. The piston is then used, by mechanical forces changing direction with the crankshaft to apply force down. To drive the heated combustion products into the rotor wheel, and its turbines for powered rotation. Making the primary force being used in this 2-stroke version: comes from the rotor engaged by pressures, created in the cylinder/ but pushed out by the piston. And its resultant crankshaft movement aiding the pressures available to the turbines. This potential operation of “a very new concept in combustion fueling” is in addition to the commonly known purpose of exploding the vapor fuel/ air mixture at its most compressed state as is the 4-stroke version of the same engine. Experiments must determine how feasible, or efficiency; this is.\
VALVING
34. Power from fuel; takes place within the cylinder. It is then transferred to the rotor wheel, by gearing or through the valving needed to contain the explosion/ release it/ or refill with air/fuel mix. In synchronization with its rotor wheel valving. Per each and every crankshaft revolution in the cylinder. The rotor wheel, as it turns: opens and contains the operational: valves needed to contain the explosion. Then : to allow for forcing the combustion products out “2nd” valving is used: to create the jet like stream of pressure. Then; Using a combination turbine or other means to supercharge the compression of air. Is, to force or pull air in for combustion; aided by “3rd valving on the rotor wheel opens. Containing, the explosive forces as needed are: “1st” valving; closes. Thereby to facilitate the explosive cycle; producing the heat needed to expand into pressures being used, to turn the machine. When that piston cycle calls for expulsion, that force becomes the pressure used through 2nd valving for rotation of the rotor wheel itself; by the turbines. Which are generally two/ but only one can be used.
CRANKSHAFTS
35. EXPLOSIVE FORCE established by “ignition of the fuel/ air mix creates pressures”: then engages both the crank shaft with its independent cylinder and through its gearing is being tied to the rotor wheel and main machine output shaft. The secondary compression, by mechanical piston motion; uses the combustion products being forced out of the cylinder: by the crankshaft. To then pressurize the rotor wheel directional 2nd valve escaping to force the turbines to turn. As is pressure being established by “something similar too: water wheel pressures force into rotational direction” for rotor wheel push/ or basically focusing straight or curved flow or into the turbine vanes”. Turbines, used to implement continued power generating force onto the output shaft. Rotation is then accomplished through piston motion, geared with the crankshaft; which is locked onto the output shaft with all cylinders. And subsequent pressure release of combustion gases; are directed onto, the engaged rotor wheel through “2nd stage valving”. As these directional pressures continue to push in reaction; to being piston forced: the combustion gas jets of pressure act upon that rotor wheel; to turn the turbines. So located to do secondary or primary work in creating torque on the output shaft. Consistent with a steam flow; passing through a common electrical generating turbine for simplicity.\
ROTATION
36. Rotation begins with the cylinder enclosed by rotor wheel valving “1st” step; a smooth top containment of the explosion; generally, by close tolerance. Rotating in close tolerance to the ring structure; while using labyrinth seals to further that containment; keeping pressure losses at a minimum. While the ring structure can be removed; this requires all components such as cylinders to be “floor/ wall/ mounted”. That does however add compression. Then once the explosive force has pushed the piston to maximum displacement. The rotor continuing its turns opens: the “NEXT 2nd set of valving definitions; to pressurize the turbines involved: using flow movement directional forced participation; onto that rotor; as it rotates in operation; to fill the turbines”. The methods of valving, are by continued rotation of the rotor wheel: the 3rd stage valving is used, to refill the cylinder. Appropriately designed vanes; then allows more combustion air to mix with fuel; entering into the cylinder; so that the cycle can repeat. Closed “1st valve” for ignition (explosion forces piston; goes up)/ at full retraction of the piston, into the cylinder; first stage of combustion is complete. THEN rotor wheel operations by rotation, opens or turns “1st valve” off. To engage the pressure release valve; sending combustion gases through the rotor and into the turbines “2nd stage valving”. Pushes rotation by turbine movement. This is Causing directional pressures, from the cylinder filled with combustion products; by PUSHING those pressures with the piston through the crank motion: into the rotor and then directing into turbines; which is turning; by gearing: the output shaft. A jet stream of pressure; onto or into, the rotor wheel for excitement or revolution by pressure: is directed, to rotate the turbine area (piston goes down) turning rotor wheel turbine excitement; with secondary pressures; to claim greater horsepower and efficiency. At full extension of the piston; combustion gases out; “2nd valving” is complete. The secondary pressure stroke cycle is finished. 3rd valving to refill the cylinder with air begins.
37. In 4 strokes: by closing the “3rd rotor valve/ aligning closed 1st valving” after air entrapment. Air/ fuel mix is then compressed by piston stroke 4th in line within the cylinder (piston down/ closed “1st valve”), ignition exists piston goes up, by fuel products exploding. Then BY ROTATION of the rotor wheel: top stroke of piston: the second “2nd stage rotor valving” arrangement; on the rotor: now guides pressure (mechanical piston compression: of the combustion products: into the rotor which guides that pressure into the turbines. Piston is pushing pressure down onto the “directional cups, sculpts, ducts, or cuts” of rotor wheel. As is constant with flows, in a “jet engine/ or as steam pressure turbine might do”. How large the rotor wheel diameter is, cylinder volume/ crank size and gearing all determine, the speed being used by the rotor to: decide how many piston cycles can be created per revolution. Or whether real world air for combustion can be found: without adding gearing; driven by the mechanical forces already in use: to increase the speed of the turbines being used. Instead of direct drive off the primary output shaft. Turbine geared up motion is added: by mounting pressure driven turbine vanes onto the primary output shaft; through bearings. Mechanical gearing, functioning off the output shaft, does the rest.
COMPUTER/ PORT VALVING OF THE CYLINDER
38. Computer controls (wireless or not) can engage ignition per each cylinder; separately or alternately. There are significant options to be gauged in by the mechanics of the machine; not controlled by computer. PORT Valving (such as hinged/ slide/ or rotation controlled: for disengagement of independent cylinders) now becomes gate valving instead. to reduce power consumption, by closing the cylinder to air flow. This action Is a completely different method/created by Clutching (disengaging the gearing) per individual cylinder, THROUGH common means: timing to turn back on; should be fully synchronized. Each cylinder, to be removed from service, should then: be designed with its own cylinder gate valve. But the machine also is geared together so that all cylinders are working together, when clutch is engaged. Timing is critical to proper re-engagement of the independent piston. Common magnetic placement, or other means to determine rotation position; as is used on or in; current engine crankshafts seem appropriate.
39. The port valve is a common insert between the cylinder and the ring structure that provides housing and stability to the cylinder. Or it is built into the ring structure for less pressure losses. Clamped by bolts to facilitate removal to the ring structure; the port valve/ gate valve; sits between these two independent realities. Port means to direct the motion and turbulence of the pressure release of gases; but allow refill of cylinder in both directions. While gate valve retains the distinction of mechanically changing to provide: opening and closing the port altogether. As is needed for efficiency when a cylinder is removed/ not needed: from “whole machine” operation. Port by design is functionally aided by a central structure in the directional valve; sitting, from one side to the other generally/ in the path of the pressure. So that flow is around the central structure: which provides the gas; from outside sources, by internal passages. Flow is created by fuel pressures used in or for common fuel injection; fuel spray methods. This distributes a liquid fuel properly. The gate valve is functioned by: either a slide out mechanism/ hinged/ or rotating design; and may be one or more pieces; working linkage together. Can gain stability off the central structure (fuel spray method); by round or square or rectangular closure of the gate. Individual sculpting of the moving parts or not for aiding flow; is accepted.
CONNECTING RODS
40. Mechanical engagement of the piston is created by connecting rods which extend generally from both sides of the machine housing; bridging across ring structure; to distribute parallel even forces. Use of only one connecting rod is entirely possible; but the structure sustaining the perpendicular stroke requires further adjustments/ slides produce wear. By use of a pumping pipe, the connecting rods are driving the piston pumping pipe up and down. The connecting rods; are then connected by bridging: to the piston pipe which is attached to the piston itself. This pipe then drives the piston up and down into the cylinder; extending beyond “outward and into” the cylinder itself, along a “telescoping piston pipe: enclosing the rod”. Which adds stability and becomes the distributing method for oiling the cylinder and its piston by common methods used. Oiling sumps as needed to collect the oil for redistribution: Are simply located at the back/ end of the cylinder. The metal rod is basically a static/ structurally stable; gun barrel, through which oil is pumped. Additional stability for the connecting rods may be increased, as needed; and would generally be by controlled: sliding or rolling methods within guides as are commonly, already in use.
41. The connecting rods are attached to a crankshaft, which makes the piston go up and down. The crank applies force, through the connecting rods: to rotate the machinery in motion/ or move the exploded, combusted fuel onto the rotating wheel; by pressure forces being applied. Pressures, which then produce secondary forces; aiding in rotation of the output shaft, which turns within the machine. Or more distinctly in “4 stroke/ cycle”: the exploded fuel is used to drive the piston up, which turns the crankshaft. The crankshaft then pushes the piston down: turns the rotor wheel pressure cavities by whatever design; to turn the turbine. As the rotor is generally directly attached through gearing to the turbines; that pressure induces a secondary push on the turbines; to turn the output shaft; increasing efficiency. When “2nd valving stage”; is opened for the purpose of releasing pressure. This stage uses the pressure of combustion products, applied by rotation of the rotor wheel: from within the cylinder piston is focusing through the crankshaft; to apply pressures to the rotor, 2nd stage relief vanes; by the piston into the turbine. Consequently, rotating the rotor wheel with pressure and gearing at the same time; turns the turbine. “As if/ in fact’: the combustion gases were, and are: pushing a turbine assembly geared or direct drive with the output shaft to engage that pressure”. This extends the torque; being applied to the output shaft. By using the rotor wheel directing pressures: to create additional rotation. The piston is used to maintain that pressure; as a steady force over a specific time framed by the stroke of the piston. Its crankshaft/ now converted to push as a power stroke: for a second time: by turning pressure, from the combustion products: into rotation through the rotor wheel and into the turbines. Thereby increasing the torque range of the wheel, and both horsepower and efficiency of the machine.
EXPERIMENTAL
42. I do conceive then: that the forces of different exploding fuel sources; such as dust fuel. Are or could be used as a “2 cycle/ stroke” alteration of the engine expression. Creating a different range of expression; from the same machinery. Because the experiments must prove if: combustion of that fuel taking place at low compression, is more conducive to a balanced state of pollution abatement “for our needs” / exists or not. The piston moves the exploded fuel into a higher compressed state; before it exits the cylinder; into the turbines through rotational valving and directional push. Giving time and turbulence for the more complete combustion of the fuel. By distributing the forces in a very different way; than is the constant of today’s internal combustion engines. This requires different ignition points, and the potential, for a slight change in valve timing. The processes to accomplish primary power from the turbine/ rather than now secondary to the piston and must in fact: prove itself, to be valuable. Therefore, an experimental insertion; for those who wish to attempt this alteration: HOW best to use dust as a fuel source; and construct a dust source machine in motion.
GEARING
43. The crank is driven by gearing located on both sides (wherever possible; in large machines this balances the expense as well: smaller is cheaper) for balanced operation; within the gear housing. Which is tied to the primary shaft on each side of the housing. All crankshafts being timed for the corrected operations of the ignition cycle to each rotation as designed. COMMON methods and types of gearing are consistent with needs here. Critical measurements determine what that will be, along with actual sizes and types of materials, and more: as are required to do the job correctly. Ignition the injection of fuel; is decided by the designer of that work. Whether to include an operational pocket of “concentrated ignition fuel/for exploding the rest”; is your choice. Common methods of igniting a combustion engine are applied. Methods for the injection of “fuel dust”; are likely to be through an uncommon method. Such as a dust cloud; pushed with air; through a common exhaust valve into the side of the cylinder or defined with a port or gate valve placement. A fueling piston is defined here as the best probable method; for a much more intense fire used to ignite things like coal dust. Or, as Methods of handling that “fine dust” are well known; as electrical generation has been using coal dust to create steam for decades. Other Methods for introducing fuel into a combustion chamber engine are also well known for decades.
PRESSURE CUPS, OR CUTS, or sculpted cavities (alternating directions or not).
44. The rotor wheel constitutes a valving method; but is further used to drive the primary shaft; by causing/ creating the 2nd valving line of pressure from the cylinder being directed into: the designed cups or other; which use and turn the pressures: to be directed: for forcing the turbines to turn. From the rotor wheel; Into a stationary framework vanes or motion vanes (creating flow pressures with back-and-forth motion): as the situation calls for. Whether sealed in operations the rotor wheel or turbines can use: “a labyrinth seal on the sides” (shared passages/ representing “barrier steps” which rotate separately; within the confines of design. To establish a pressure ridge/ difficult for pressures to navigate or escape”; thereby a limiting closed gate. There will be two sets; one on each side; moving or not. A turbine arrangement may include: The lower middle seal, dividing combustion gases from compression gases for re-ignition of cycles. Used to trap the pressures going out/ from those going in. That initial displacement of combustion pressures; going into the “jet engine like” turbine vane-plates. Which use common steam turbine vanes to create a well-known; mechanical push. When pressures must go through them to escape. That same labyrinth seal if used in sections; on the rotor wheel: sustains an increased pressure in the area most vulnerable to escaping gases while fuel is exploding. From confinement/ to the combustion pressure area release/ into the air entrapment for supercharging the cylinder in preparation for fuel/ air mixtures. Containment of pressures is paramount to efficiency.
45. The turbine-vane pressure plates are similar to those used in jet engines; steam turbines: as are well known. Being fitted with vanes to collect the pressure; force it back and forth; to cause rotation in the shaft which supports them. Using stationary frameworks to drive that pressure back and forth to create a more efficient means of extracting the pressure into work; is common. This machine conceives of “sectioned labyrinth seals” as a further means of sustaining pressures for the work. Containing pressure losses “with more turbulence” at the 2nd valving; would require slight cuts in the first plate turbine vanes; to accommodate these lines. And can be fitted with these in other places, if it is needed (experimental).
46. The combination turbine-vane pressure plates are different than jet engines in that they are or can be divided. Combustion pressure vanes at the outer rim, potentially, with seals top and bottom/ THEN lower vanes in the same pressure plates/ and with the stationary frameworks; which are then used to both to power the output shaft/ and drive the new compressed air flow, into the cylinder through “3rd valve” rotation: for refilling fuel/ air mix as required for combustion, thereby driving the machine cycles.
ALTERNATE VALVING
47. The rotating wheel, not only contains the valving; but then has an inner volume specific to the needs of the turbine. Which is housed by a structural framework of the rotating wheel itself. This turbine(s) conducts pressure into the turbine framework; from the combustion process: at isolated points or through ducting to greater vane area. But can be separately geared for turbine speed requirements, to facilitate turbine needs or not. By using, directional contained pressures from the explosive event: allows for compressed combustion gases to engage the rotor wheel to generate additional power for rotation; which then focuses on the turbine. To provide the needed volume of compressed air; a pressure collecting area inside the rotor wheel benefits: the air cycle to reset for the next explosion to occur. More distinctly: the rotor itself becomes part of the valving; by removing a portion of its own material, to create openings for air to travel through with less resistance; into the cylinders. The functions as an alternate boost (inner fan) valving for pressurizing the cylinder. That is then enhanced with suitably curved vanes contribute an enhanced pressure flow, and functionally limit, the escape velocity of the air from turning backward; once in the cylinder. The outer diameter: used for valving purposes; as the 2nd stage “slotting” the rotor wheel creates a need for balance. Alternate methods of introducing large gaps into the 3rd stage valving do provide stability to the form; but add to balancing issues. Holding the rotor to close tolerances by allowing limited movement with form adaption is required. The rotor wheel unit, is either “spoke d or solid on each side or created to move air for combustion; or all three in combination with each other. As with perpendicular cylinders: the enlargement of the rotor is mandatory.
48. The rotational valving: is sustained by close contact with the housing surfaces and internal design of the port or gate directional pressure valve; to transfer pressures from the cylinder itself. These are bolt on devices for ease of service: the “1st valving enclosing the force; is a machined solid surface, which may be structurally backed, as needed for the device. Built upon or bolted to the rotor wheel/ or added to it for variations of design. Creating a space so small, for containment of the explosion could be aided; using labyrinth seals (particularly on the sides) may be incorporated into that design. May or may not be needed; So that a minimum of pressures will be lost. Piston design and cylinder usage: are so designed to facilitate “as complete combustion as possible”. Thereby, to create a turbulent circular pressure wave within the explosive event seems prudent. This continues; by using a half rounded “fuel rail” ramp at the port valving. Half ramps up/ the other side opposite, half ramps down; causing a swirl in the pressure release and in-going fuel air mix; surfaces (experimental). Port swirling: Where pressures are being released when aligned: with the rotor wheel “2nd; pressure valve”. If that is found effective.
49. Ignition occurs when the solid “1st valve; to enclose the explosion is properly in place in rotation with the rotor wheel revolutions. This is purpose designed: to act as a valve movement, elongated for constant speed scenarios; by the rotor wheel. Thereby enclosing the cylinder/ opening it/ pressurizing it once again with air/fuel; by synchronized timing. Once ignition has occurred, the wheel continues rotation to open the 2nd stage/ pressure reliving; directional cupping slots or vane surfaces which remove the compressed forces; into the turbines on both sides of the rotor wheel in this design. Once those cylinders have been relieved of its pressure the wheel opens the “3rd valving and its vanes or methods; to allow compressed air back into the cylinder. Which then closes to a solid “1st valve design for the next cycle to begin. How many cycles per revolution of the primary shaft; and how many cylinders will be used on the wheel and housing; is a matter of choice. “a rotor wheel, one hundred feet in diameter for instance/ will have more than an alternate design. for instance: than what is needed by a rotor wheel that is one foot in diameter. The torque requirements/ speed of revolution/ and so on: of the job to be done/ dictate numerous design elements. The machine however remains constant in its invention of processes used to enforce larger horsepower and efficiency to the combustion process of using fossil fuels for creating and running, rotational machinery. While the invention of process; “how to capture and use more energy, by turbine incorporation; from fossil fuels” can be used in smaller machines as well.
50. It is a constant of large machines: that the necessary outer structural ring: to support the basic elements of how the machine remains static; while undergoing usage. Could be quite large in both diameter and width of the ring. Which requires a rotor of similar or expansive design as well. That dictates a rotor with sidewalls and interior design (while in reality it remains “a single rotor”). Where the volume of air for combustion is entrained within the two rotors plates which work together to form a single rotor wheel. Air flow is then straight up through the “3rd valving stage; and into the independent cylinders as described. The port or gate directional valve is then incorporated to work with the “2nd & 3rd valving structures: to direct the pressurized flow of combusted gases as needed into the turbine vanes built and aligned for this purpose. Or can direct those gases either vertically or at an angle with the output shaft: the angle is not preset. Which then engages the turbine vanes; as design requirements dictate. “1st valving stage enclosure; regardless of angle is as demand design requires.
COOLING
51. Cooling of the machine is done by “suitable liquid passages” in the structural framework as are common to all combustion engines/ or by cooling fins; also common to all combustion engines. Cylinder enclosures and so on. Which do not interfere extensively with the movement of combustion pressures or its compressed air; through the machine itself. Escaping exhausted combustion byproducts through the turbine will be released, at the end of process through the pressure turbine plates; into a turbo charging last recovery system if needed. Entry of compressed air through the central part of the machine; will be essentially, along the primary output shaft. From the outer, area of the machine; through the housing (throttled or not). Compressed by “jet like turbine combination “exhaust flow/ compression flow” vanes; as described”. To the “3rd valve stage openings: which allows entry of air/fuel mix, into the cylinders. At an appropriate, structurally adequate point.
CRANK ALIGNMENT
52. IT IS, a reality of design: that the crankshaft for each independent piston cylinder cannot be in line with the cylinder itself; unless “floor mounted” which allows for a standard single connecting rod as in constant use in all piston engines. OR, unless critical decisions of design are made to not only incorporate the central crank bearing into the housing/ or suitable supports from its structural ring. But also create a secondary point on the same side of the housing or floor/ wall, etc.; to enable stability. BY engineering solutions adding complexity; but necessity to the machine. With timed gearing on both sides. Some of that can be avoided; as is a single connecting rod requires much less/ however it adds abrasion; unless using a rocker arm to compensate. Reality knows: You cannot go through the rotor wheel; as then does require, alternately: two independent cranks, geared together/ and one connecting rod from each side are being used for each piston; while bridging across the piston cylinder; to move the piston pipe which controls the mechanical motion of the piston itself. These can be inline or not with the cylinder. Its only advantage otherwise is less complex gearing, or gear housing.
53. THE primary ALTERNATE is to use one crankshaft mounted to the outer housing ring/ geared from one side or two; to do the same thing but: with a “rocker arm” TO OPERATE the connecting rod which controls movement of the piston. Or an independent crank being timed with the rotor wheel position can be set out from the machine and anchored to “the floor” or whatever is available to accept the load; thereby controlling the actions of the piston/ while still transferring power to motion by gearing.
54. The outer housing will provide the mechanical stability of the unit. Most of the confinement of motion, being bolted through these confinement points to enable the structural integrity of the purpose; to create a static response to its torque. To run a ship/ generate electricity/ or whatever it is; will have enough structural support available. Even if the housing or structural ring is not used; as requires alternate mounting.
HEAT
55. Should the heat being released be too much to sustain operational temperatures as listed by these design elements. THE ALTERNATE IS; to redesign the “jet like/ steam turbine vanes” within the housing to be used for combustion pressures only. Thereby releasing heat into a turbo charging arrangement. OR through ports and funneling as are built into the housing itself, for heat release. In this situation NO compressed air goes through the central area of the rotor. Only outside air, created by outside fans or other can then be used for the combustion cycle. If more cooling is required for the machine, to stabilize heat: cooling air or fluids inside/ through ducts, jackets, plumbing are created. Which then surround the cylinders and housing with liquid flow, from outside pumps, driven by this machine or not. Or simply as air vented out through the housing gathers heat; and is sent outside. Rather than being, Air for combustion. This is then created by electric motor or other means of power. From the outside of the housing. This is introduced where and when the machine can accept it; by designs in the housing, cylinder, etc.
DUST FUELING
56. Fuel, oiling, and ignition as required; will be as is common and appropriate. One method being: defined by: “DUST fueling piston”. Is the movement of: a small secondary piston and cylinder operating in conjunction with the machine? Timed on the crank motion or not. This secondary small piston function of: fueling “dust into the machine”. Incorporates: suitable, measured out “coal dust”’ with appropriate valving or porting: to load the front of the small piston with fuel. The piston with concentrated fuel is then pushed out by common generally connecting rod means: shoving “THAT fuel source”, into the main cylinder. This timed occurrence; during the correct air flow moment is used to: create the concentrating of fuel/ air mixtures needed for ignition. The small piston is aligned, with ignition timing. Spark components are incorporated within cylinder and piston alignments: which then are used to detonate a small pocket of concentrated ignition fuel “liquid fuel/vapor likely”; to ignite the larger dust fuel (or other) mix; already in the main cylinder chamber. When the alignment of an outside spark (piston forward; at cylinder wall) induced ignition sets off. THIS, the Flame thrower, effect/ created in the center hole tunnel, of this small piston. Functionally effecting; an impulse of: a flame thrower by design. That flame: then enters the main cylinder at higher temperatures; to explode the rest of the fuel being used. The small piston IS for concentrated fuel ignition and FAST fuel delivery for cylinder requirements. The timing of placement for that purpose; such as loading at the bottom/ or by choice of the piston stroke. Then adds a “drop of vapor or liquid fuel to an embedded ignition point: in the “central tunnel of the small piston” or cavity of various designs [square/ round/ elongated/ starred: etc._); formed to create full ignition within the cylinder. Thereby creating a front pocket in the small piston; for concentrating fuel in that purpose. Ignition Spark aligns within that piston tunnel and its own cylinder. WHEN conductive elements, embedded in the piston and cylinder align: that CAUSES that spark to occur. These alignment features, deliver the spark, to the central tunnel “flame thrower”; and protect the components. By timing of piston position: the flame generated by “extra: ignitable fuel” then enters the main cylinder, to ignite a lower percentage fuel mix/ to air mixture for efficiency. That flame then travels to where; activating the explosive power of the main cylinder being used. OR. primarily for dust purposes; this fuel delivery/ ignition system. Could be used in most large-scale piston cylinders; and may be needed with liquid/ vapor fuels as well; for corrected ignition “by these, flame thrower methods”.
STACKING
57. These are stack-able components; either by combining as described. Or as is: using a completely different outside source “naturally aspirated or not” for compressing air/ the inner rotor wheel surfaces are opened “with a common or designed to aid combustion gas motions; into the two centrally located turbines. Through a spoke rotor wheel; incorporating; “fan design: either static or divided in the middle so that exhaust drives the turbocharging side/ which turns the compressor side”. as the internal duct work; for greater exhaust flow out from all contributing cylinders; aids ignition. The housing being functionally condensed; to combine two machines, by removing turbine locations to only one in between location for both machines. These are connected by the output shaft: and aid each other for the release of combustion byproducts; at the center. Preferably combined from both directions. Intake air is being directed from the outside machine rotors into duct work to distribute that air where it is needed. This is potentially aided by an internal to the rotor; “fan, driven by whatever method you choose. Creating an air capture from the vacuuming effect of cylinder and piston movements as is common to piston engines; as will be used to ignite the next cycle. OR; This is done by outside compressing methods; ducted accordingly. Exhausting gases, can be directed into a turbo arrangement to collect further recycling of pressures; before the exhausting gases are finished. As will be necessary. In this scenario; primary elements of flow from the outside through the machine cylinders and back out through the turbines where it is exhausted; to condense. The alternate is considered obvious as is the turbines face the outside/ and air intake is between the rotors: which is less condensed/ and the turbines cannot be as effectively combined to drive a turbocharger purpose.
IN THE ALTERNATE VERSION: USING LIQUID/ FUEL VAPORS.
58. The difference is; that the combustion cycle starts when the piston compresses the air fuel mixture to cause the explosion or ignite the explosion: at the maximum amount of compression. As is consistent with all internal combustion engines; this piston force is used to drive the crank shaft which then turns the machine primary output shaft by its direct lock with the primary rotor wheel valving; through gearing to drive the turbines; they work together. Instead of the explosion event is fundamentally used to drive the primary wheel, as may or may not turn out to be “best method”. Turning the crank by using the piston explosive event to expand the torque force of a crankshaft; that through gearing is then recognized to cause rotation in the output shaft. Returning to the secondary effect as is instead of releasing combustion gas to outside air/ those gases are directed into the turbine vanes incorporated to add additional power and torque to the output shaft itself; by the opposite downward stroke of the piston. The rotor wheel being used effectively to direct the results of valving and its consequences/ or aid in those torque efficiencies/ horsepower definitions’; as combines with the whole.
59. Using an extending solid wheel surface; “1st valving” to contain the explosion. The resultant “now being released forces” are expelled with the crank stroke in the opposite direction. This pressure goes into the primary rotor wheel cups, slots, or as designed: to direct force being sent on its way through the turbine reclamation/ increase of power; to rotational forces. The machine regardless of fuel to be used; is otherwise the same method used for whatever fuel is used: as will make the machine more efficient. Or aid in the health of planet earth. FUNCTIONALLY, changing the machine into/ or, fundamentally: making this now a more familiar: common 4-cycle machine. The 2-cycle power stroke; is without doubt no cleaner than other internal engines. However, it gains efficiency and size of output; by the combining of Methods indicated. Exhaust gas recycling; is considered optional, through turbo charging. As is altering the “end of the line” cups being used for pressurized rotational purposes to inject a measured amount of compressed air, before expulsion; to further facilitate “clean air exhaust” PURPOSES. or ordinary recycling of the pollutants (as consistent with this day). That could include some form of recombination of gases prior to combustion, or its release.
FUNCTIONAL CHOICES: beyond/ or in addition to the descriptions ABOVE are.
60. a revolving heat engine, which uses combustible fuels in a new CONCEPT. Including; let’s use ignitable dust such as coal; in an internal combustion engine/ but in a different way. The dust fired engine is likely to be: a 2-cycle by design: it sucks or pushes, air and fuel mix, into the cylinder; ignites it. Potentially: as an open cylinder (piston out or up)/ and then uses the piston to push the combusted gases out: into the primary rotor wheel; turbine combination. Which opens the 1st stage, solid valving for enclosure of the explosion. To 2nd stage pressure release to initiate flow. That flow Being the directional pressure flow; by appropriate means; as with its cups sculpts, vanes or whatever is used by the rotor to push it in the correct direction. Thereby directing the force of combustion pressure; within the cylinder to turn the turbines into work related rotation. That is “a 2-cycle experimental machine”; which requires a working device to enable all forms of knowledge; as would be described by pollutants/ horsepower/ efficiency and so on.
61. THE CHOICE IS: FOR A PISTON AIDED “2 cycle”; “TURBINE STYLE” ENGINE. USING MEASURED “piston/ cylinder ignition”; to create a PULSE FIRED turbine; with greater combustion of the fuel source. Which then uses COMBUSTION GASES, of the piston cylinder combination; TO ENABLE TURBINE WORK USE. Rather than piston primary work/ the piston and crankshaft, is now secondary. And: UNLIKE common “turbine/ jet power”; which cannot use pulse firing. This is a pulse jet measured ignition engine; as does use a turbine(s) for the primary work rotation of an engine.
62. The alternate revolving heat engine described here: is a 4-cycle engine. Which uses liquid/vapor fuels (dust if possible) to create a pulse firing engine: with two power strokes per cycle. While it does use a common 4 piston strokes per cycle; engine. Using compression created by crankshaft (piston down/ one stroke) to compress the air and fuel mixture; that does create a power stroke at ignition. Pushing the piston up. (one power stroke). THEN by means of the piston pushing down the combustion gases by the crankshaft, into the turbines; which turns through the secondary gearing is the second power stroke. That causes from the opposite of a piston fired power stroke/ to a piston pushed power stroke 2nd stroke. Which pushes the combustion gases of the initial explosion out into a turbine/ rotor combination, through 2nd stage valving. (Third piston stroke refills air by rotation of the rotor valve and alignment of a 3rd stage valve/ with fuel mix. Fourth piston stroke returns to closed cylinder; rotation closes with 1st stage valving to compresses that air/ fuel. Cycle restarts to create ignition. Restarting the cycle: ignition is the beginning of the fifth stroke.
63. THE CHOICE IS: “ADDING A SECONDARY POWER STROKE”, to a more common 4 stroke engine; will increase horsepower and efficiency; via turbine inclusion.
64. Secondary process: Rotor primary wheel valving cups/ etc.: are used to functionally direct pressure engagement with the turbine. This is then used to move the critical secondary component which is the primary output shaft (first by piston crankshaft through gearing)/ and then by pushing the expanded gases into the turbines for pressure reclamation of energy. Rotor wheel cups or slots (efficiency rules design); to create a secondary energy movement by pushing combustion gases onto/ or into turbine; by rotation of the rotor opens valving. Which is geared into the crankshaft: for combination by its timing purpose, to create the unit outcome of rotation in the output shaft. Pushing these, rotor directed gases out into the turbine; creates a secondary power pulse. Instead of releasing: “straight to outside air: as is the common method” today.
65. THE CHOICE IS: using a primary rotor wheel configuration, to activate valving. Is to produce power through fossil fuel combustion. By tying the piston created impulse of directed heat power: in a secondary flow through the rotor; directly into the turbine. Both of which, function in combination with each other; to turn the output shaft.
66. A revolving heat engine: which uses a new style of “rotor wheel”: top, sides, or angled; revolving valves. (Using close tolerances/ and labyrinth combustion sealing: tolerance not touch: no lubrication required) if needed for pressure containment. This is: A revolving output shaft, “piston/ cylinder fired”, heat engine: used to produce a compression holding 1st valving device; by a rotary action sealing. To explode the fuel. As the rotor wheel turns it brings with that revolution a solid area on the rotor wheel top or side or angle; to do that job. the Explosive event then occurs. After: Then, as the rotor continues to turn: it opens the “2nd stage valving. Producing a pressure directing cup or slot arrangement: for power distribution/ direction of that pressure release. Of the combustion gases being pushed out by the piston: into the turbines through the rotor. That solid 1st valving stage; provides a no escape pressure lock: designed for the explosive ignition event. The 2nd stage valving; which then directs combustion gas pressure through the preliminary rotor wheel valving functions. Which directs pressure flow into the turbines. 3rd stage valving: which is aided in a combination turbine. To provide air flow for concentrating fuel/air mix to then create the next ignition event. Repeating the cyclic process. But how many piston cylinder cycles per revolution is dependent upon the size of the wheel and your intended rpm. Cylinder size and length; defines how long or big these valving devices are.
67. THE CHOICE IS: all engine valving used for handling the combustion, and passing pressure through into the turbines. Or aiding the compression cycle processes; shall be run or activated: by the common rotor wheel rotation. Which is “all attached” by gearing with the rotor valves. To the primary output shaft. Multiple: (or not): ignition cycles of the cylinders per each of its own rotor wheel revolutions is possible. Outside air produced by: off machine energy is also possible to use
68. A revolving heat engine: which constructs a high torque engine primarily for industrial/ or electrical generation uses. Revolutions per minute are controlled by the arrangement piston /cylinders combinations. The subsequent interaction of combustion gases, with the rotor wheel 2nd stage directional valving; cups, sculpts, cuts; as pressures flow into the turbines. The primary torque comes from the initial push created by the standard piston push of connecting rod, onto the crankshaft. Which then at 180 degrees in its revolution: the piston transfers secondary energy, by pushing those combustion gases out; onto or into the turbine through the rotor wheel 2nd stage directional valving. This produces a prolonged/ secondary energy pulse from the engine output cycle, onto the primary output shaft. Generated by controlling lessened pressures produced by the second power phase of a piston stroke or not; as in 2-cycle operation. With the directional port being used to combine that energy push into a turbine application in addition to crankshaft gearing as is a combined purpose machine. For those combustion gases to work efficiently as possible. A long duration push is then possible by controlled containment; and redirection of combustion gases: sizing the valve. This producing a secondary power pulse; doubling the duration of the actual torque being applied by the machine to its output shaft. Being directed into, combustion pressures are then pushed through “steam like turbine vanes”; that are provided within the machine housing. Rather than initially, releasing these gases to the outside air. Critical ducting; can remove the “steam like turbine” to off the primary output shaft; making a much smaller unit machine. If you don’t add the turbine. But efficiencies will be lost/ additional gearing etc. will be needed.
69. THE CHOICE IS: a secondary “long pulse” of power; increasing the efficiency and power range; of the machine itself. Adds increased torque as well. Changing the combustion gases to OFF machine turbine work is possible.
70. A revolving heat engine: which then uses a piston, crankshaft, and cylinder to create a as “fully combusted as possible”, mixture of gases; for the purposes of pollution control. This intended for a method: which includes introducing ignitable dust, as the primary fuel: in a very unconventional (2- cycle; open cylinder) way; providing power through the turbine. Or as a more common 4-cycle vapor engine that does not evacuate the exhaust/ but runs it through a “steam like turbine” instead. To gain power and efficiency. Methods as indicated here; include “flame thrower piston (for greater ignition intensity; needed for coal)”/ turbulent or circling port and gate valving, add to pollution control/ secondary oxygen added for turbine usage; adds another complete combustion element.
71. THE CHOICE IS: an experimental design, which can use either “DUST OR OTHER FUELS” IN THE SAME ENGINE; with only slightly different “computer controlled” ignition changes. In 2 cycle or 4 cycle; The machinery of this design; stays “the same”. Ignition cycle changes do not facilitate a new design. Slight valving preferences would be changed.
72. This is; A revolving heat engine: which supports a circular primary rotor to facilitate valving. To generate torque and efficiency by altering current methods. While altering common single crankshaft engines/ to accommodate independent: piston/cylinder and crankshaft combinations; joined by gearing. In both the 4-stroke and 2-stroke assemblies. To rotate valving; to create the explosive event; and control the cycling of an engine. To produce combustion heat, secondary power (in addition to the primary piston power stroke). As Needed by the incorporated secondary power turbine(s). The piston/ cylinder, is used to draw in measured amounts of fuel and air for combustion. To aid power and efficiency for rotational torque and horsepower of the output shaft. Combustion gases used for secondary power generation through a connecting turbine. Piston and cylinder are used for fuel mixing; compression air entrained, for power pulse operation. In The 2-cycle design this power pulse is used exclusively by the turbine. Altering what a jet engine does do: by containing the explosive event, under pressure, before release. Potentially using the explosive event to initiate greater volumes of pressures (in 2 cycle machines); that are then used by pushing the piston against these pressures out the now open port valve into the turbine. pushing by these gases; to turn in rotation: the output shaft. This then becomes basically a pulse fire; “jet engine”. In 2 cycle mode.
73. THE CHOICE IS: that combined independent motions, enabled by the explosion of fossil fuels; can be used to create a pulse fire jet engine, in the 2-cycle arrangement of this engine.
74. A revolving primary 2 or 4-stroke heat engine: using secondary “combustion gas, turbine vanes”; as elements used to increase efficiency. By not letting combustion gases be released until they have been removed of their energy. Pressure flows being pushed “back and forth”; to move through “steam turbine like”: motion, versus static plates; as is common . Which cause pressure flows to be directed more effectively into rotation of the output shaft.
75. THE CHOICE IS: this is a combination motor, combining piston/ cylinder with “jet-like/ steam” turbine vanes: to produce a higher efficiency and greater horsepower than currently possible. Incorporating both direct drive turbines/ or a separated turbine; to produce energy actions as becomes mechanical rotation from fuel sources.
76. A revolving alternate heat engine, using the known components; with only slight alteration: which combines the power stroke of a common piston cylinder arrangement to move an independent crankshaft attached to unit style gearing. So that the machine can work independent of specific cylinder actions. Which then combine into unit power flow, by common gearing methods. The output shaft, moves with the primary rotor wheel; which delivers the machine output power. Allowing for numerous piston/ cylinder combinations, with independent crankshafts (or, as can be combined): to exist around the same rotational valving wheel. Each one piston/ cylinder producing a power pulse; unless decoupled through clutching. With very little restriction on size of the machine itself. Which then combines as power of focused pressures: through the piston and primary rotor wheel: as it engages the turbines for final power generation; into its combined output shaft. To create a major increase in power from one crankshaft connected to all pistons. To now many crankshafts, piston combinations; connected by gearing; to one machine instead. By using the primary rotor wheel as its foundation for valving to combine these movements: the pulse of each piston arrangement; works in unison with the whole. Making one machine out of what is conceptually many independent machine components. Each piston Impacting its pressure release of combustion gases through the rotor wheel, onto turbine vanes; to create the second power pulse of all pistons; combined as in effect; onto the primary output shaft of the whole engine.
77. THE CHOICE IS: numerous independent crankshafts are used to complete one unifying machine. Outsourcing the generation of power from fossil fuels. To larger machine applications; which form greater output of power, and efficiency from the same than is currently possible. All aided by turbine vanes which reclaim an otherwise lost source of secondary power added to the whole.
78. The use of a mechanical, or other method of clutching each independent crankshaft. Uses the system of secondary crank gearing: to remove at will: each cylinder piston combination from being used/ independent of the rest. However, the speed of rotation will be impacted; unless throttling or different cycling examples of change can occur in the rest. An alteration of the cylinder port “interface between cylinder and unit machine” (open) valve which then engages pressure direction from each piston cylinder assembly. Is replaced with: a “gate valve: to open or close a valve)”; as is accomplished with: slide in, across, rotate or whatever is desired. Built into the ring structure of the machine or added on. The gate valve is most likely, but not limited to: operated “ by quarter turn; synchronized with all other facets of closing the valve; such as a hydraulic cylinder. Using “half round, with a U-shaped trough, in the flat to direct flow”, and overrun edges is one method. Or right-angle triangle like valves; for even less turning”, IF the purpose is to induce pressures to turn the rotor first/ before encountering the turbines. Otherwise far greater openings in the gate valve and corresponding means: are used; to simply direct flow. Restricting flow creates a longer duration power pulse. Or, with “tee block slides, operated by hydraulics or other”; the gate is closed or limited. Which may include deviations from straight line across, or opening channels, to decrease the chance for sticking: by pushing these across, to close the gate. Slide elements for greatest long-term stability, versus rotating as least impact to operations. Are options; to open and close the gate. To assemble the port/ gate valve; within the directional need elements for pressure diversion. When is used to isolate this piston/ cylinder, from the rest of the machine? This does allow: for easy removal the entire piston cylinder arrangement. Therefore, it can be removed or replaced; even with the machine in operation (not advised). A locking pin/ or easy gear removal should be included: to ensure safety to the maintenance crew. Slide movements on foundations to move cylinder combinations in or out is best. Since these are not dependent upon mounting with the machine: the structural ring can be discarded; however, an enclosure to valving pressures must be created instead.
79. THE CHOICE IS: for independent cylinder/ piston combinations; to be isolated from the rest of the machine at “will”/ for maintenance or removal from “action”; during times without a need for more power, from individual piston assemblies. Gate valve options isolating this cylinder location: from the rest of the machine (bearing placements for the valving are considered common and ordinary). Are used.
80. The rotor wheel cups or other being directional purposes in use. Are intended to create a one or two-sided pressure wave; which is then directed by design to engage the “steam”, turbine compression vane-plates. Directional forces or flow from the rotor wheel can force these pressures down and curved/or out, as needed. It is likely an alternating “this side/then, that side” pressure wave common to water wheels could benefit efficiency. Pressures through the port valve (do require special attention to “the whistle”; is needed) these releases, are specifically angled to engage the vanes of those plates; at the best angle possible. By using “2nd stage valving cups, slots, or catches for the purpose of directing that pressure as effectively as possible: whether to include rotational power onto the rotor wheel itself, is voluntary. In a light duty version of the rotor wheel: the purposes to create torque and rotation are increased by these pressures; consequently, special attention is directed toward the RPM selected. Limiting turbine vanes, for/ or from; higher RPM: means, we can: open the housing to enlarge the area of turbine contact from the wheel cups pressure. By turning back that pressure onto an enlarged turbine plate with ducting. OR by enlarging the rotor wheel itself; to engage a larger turbine. As may be useful in the 2-stroke version. Direct; engagement with the turbine; could use a specialized housing, to create a single use transference of power. Enlarging the outer diameter of the turbine to conduct air flow: strictly with outside air (duct-ed fan_); as is consistent with airplane purposes. By releasing pressures, which are then pushed out of the turbine and fan combination. To turn a much larger fan bolt on propeller (fan blades). In combination with the combustion turbine. In light duty operations; or heavy operations as an alternate jet replacement; pulse fired engine. (Experiments are required) to see if this engine becomes capable of slightly higher efficiency than current. Are only slight alterations of the constant that is: a measured mix; pulse fired; machine which uses piston and cylinders as defined here; to create rotation in the output of combination turbine engines. Air intake on one side/ turbine flow on the other side of the rotor valving involved.
81. THE CHOICE IS: for higher RPM versions of this combination machine; which may include an alteration of the housing to create a duct ed fan/ bolt on propeller; as is common to turbojets/ or turbine run propellers/ blades. Is considered part of the area of operations for this engine.
82. A revolving heat engine: which combines the combustion forced turbine vane-plate elements/through the use of labyrinth seals. As an experimentally conceived increase in efficiency. Which divide combustion air from compression air: “air going in, or around; and combustion gases going out”. By these interference border lines; which move together or in combination; referencing a barrier; one side to the other side; without touching Thereby the same plate serves both the impulse of power to drive it/ and that same impulse of power; into a method used for powering the compression of pre- or non-combustion air. Which moves in the opposite direction; for use through the “3rd valving stage, of the rotor wheel; to be injected or sucked into the piston cylinder as intended by design. Or same direction as with over the turbine for ducted fan purposes.
83. THE CHOICE IS: that labyrinth seals are used with motion to create the limits of pressure movements in “a combustion process/ rotational, mechanical engine” to control that pressure in either direction on spinning or non-spinning disks, in close proximity to each other.
84. A revolving heat engine: which directs pre-combustion air through the primary rotor wheel “3rd valving method of alignment with the cylinder for that purpose. This uses power from the primary output shaft; to turn the rotor which opens and closes the “1st/ 2nd/ and 3rd valving located on that rotor. By the functional use of cavities within the rotor; created for this specific contained/ exhausted/ or purpose of filling and compressing air. For use in the piston/cylinder assemblies; that ignite to release power by pressures contained and directed as needed. With that air being needed to mix with the fuel used, by some form of injection; which can then be ignited for power release. This method also serves to cool the machine by air flow through it its center; to a sustainable material: “level of heat”.
85. THE CHOICE IS: air flow for use in combustion is regulated by a rotating valve in conjunction with; functional design cavities (as would occur with expanded rotor designs; or turbine sizing. Either of which provides the volume of new air needed; for piston function to occur.
86. A revolving heat engine: which can be designed in stages to create a stack-able engine using more than one primary rotor wheels. As independent machines are joined. By enlarging the machine sufficiently to use an outside air compressor method. Air feed inlets through the center are abandoned; to now feed air into the cylinders with a sufficient outside force; using electric fan motors or whatever you choose. Rather than depending upon air being drawn into the machine by its own central method of turbine vane compressing air. That compression will remain needed; however, the condensing of the air for piston purposes; which include more than one rotor wheel assembly. Requires a large increase in air for use in those multiple cylinder combustion cycles. Consequently; an outside version of air compression, by turbine or other; electrically aided or not; to enforce that reality. Is required. As is duct work to enable the outside transfer of air for combustion through the ring structure/ or as otherwise designed.
87. THE CHOICE IS: that “stack-able OES engine assemblies, can be added together to create a larger version of the same basic design by combining these components with the necessary change in air flow/ combustion flow requirements.
88. A revolving heat engine: a stack-able rotor wheel design engine also benefits from the addition of a “turbocharging” exhaust port; mounted to the primary shaft; between the rotor wheeled elements. So that maximum efficiency can be found. By utilizing the impact of exhausting gases coming from opposite directions; combining in a final push to escape the housing. The common turbocharged element is a compressor style fan; used to capture energy; for charging compression/ ignition air: before the escaping gases are allowed to leave. The potential to clutch these so that coupling can be disengaged when not needed is considered obvious.
89. THE CHOICE IS: this is one version of escaping exhausted combustion gases being collected between stack-able units: could be used for compression of air for combustion purposes. Each section/ or each section combined in the middle; then has its own exhaust; which would aid in this purpose. Whether to design cooling air through the middle of the machines in tandem; is dependent upon size and work requirements. Cooling is also a requirement; through common liquid or air flow means; used for current engines; by various “jacket or plumbing” needs.
90. A revolving heat engine: a stack-able rotor wheel design engine: also requires that the gear driven crankshaft assemblies be stacked or positioned in order as well. The potential of changing two gear assemblies into one assembled: to operate both pistons is realistic. The powers of both piston/ cylinders combined into one geared, “secondary output” shaft; timed throughout by gearing interlocks; or separated by clutching. The piston on one side/ as well as another primary wheel valved piston of the other machine; on the opposite side. Can be driven by combined crank assemblies. To create an alternate drive shaft and gearing combination; or other; which allows the machinery of piston movement. To be in time (both at once) or opposite timing (one only) or other: by gearing decisions. To an alternate ignition location. This can then be used via clutching: to create entirely independent, and nearly separate forms of driven rotation at each new crankshaft position. The 2-cycle version uses an expanded explosive chamber which allows for a larger piston and longer cylinder. OR, in experimental versions; is A different method of moving the piston without a crank shaft connection. That would theoretically be aided by gas over hydraulic pressures; telescoping cylinders/ or electric/ or whatever is available.
91. THE CHOICE IS: that in stacked designs, independent piston cylinder assemblies can be locked or unlocked; to become static (not moving with the unit of machinery) until needed for power.
92. The use of ignitable dust as a fuel source: may require “scrapers” to sustain a clean surface for tight tolerances. A scraper is: a designed and incorporated method for removing scale from the surfaces which must run close. Rather like a brush or a broom; which engages the surface from time to time; so that nothing collects to burden rotation. These can be added to the “1st stage valving assembly. Dumping its burden of removal outside the housing/ by appropriate placed slots in the housing: where these scrapers are located. Therefore replaceable, “force limiting”; with minimum trouble, by intent. The insertion of a “cleaning tool” into a passage created for it between the stationary member and moving member of the combustion plates exchange; is realistic. Slots formed into the labyrinth seal will eject the debris. Intended to be easily replaceable.
93. THE CHOICE IS: that fuels which do not completely burn up, leave ash like debris; which can clog the machine and remove tolerances; therefore, a cleaning tool. Whether constant or momentary is useful.
94. Primary timing for ignition where applicable is by magnetic registration (a common simple method) of primary rotor wheel; position recognition. Purpose to create timing impulses; for the computer or whatever is functioning to control ignition or other in this need. In a stack-able version: this will be aided by two position, magnetic points of recognition; as EACH OF the piston/ cylinder arrangements need only to be timed with the valving of their own primary rotor wheel, and not the shaft common to all. Consequently, without integral timing or commonality; they can run at very different speeds/ with gate shutdown (rotor wheel spinning/ without power input from a specific cylinder). Or without gate valve shutdown: as is an alternating function. This is a piston/ cylinder that adds its contribution of power, or separates crankshaft assemblies for isolated purposes. Generally, in a different rhythm pattern than the rest [not the most efficient]. For simplicity stacked machine: one can be shut down; as is completely independent to the rest; except for valving. Magnetic impulse can indicate different need timers require: one to ignite/ another signals when to push fuel.
95. THE CHOICE IS: stacked machines can have all machines working as a unit/ or one removed. To be included at decision or specific to do other things.
96. The limitation of this process is governed by valving; as different sizes of piston cylinder length arrangements, on the same primary wheel driver. Machines which use the same basic components will work best for this option. Otherwise, each machine requires different timing valve lengths for each type of reality being used. But with a large wheel and appropriate timing for each set of piston /cylinder: once or more ignitions: per revolution can occur, even for different purposes sized travel. Or with a particularly large rotor wheel there can be multiple occurrences for the same size “sets” of pistons/ or cylinder pulse points. This is two engines in one: or an arrangement which allows for: one set of pistons is operating/ not the other at this time; on large rotor machines .Or even a two-rotor machine; used in combination with each other. One rotor being used for shorter length travel/ dividing the machine one for longer length (extended valve period) travel of the piston.
97. THE CHOICE IS: THAT A UNIT MACHINE CAN HAVE SEPARATE SETS OF CYLINDERS; WHICH CAN BE CHOSEN TO RUN WITH DIFFERENT SETS OF VALVING ON THE SAME ROTOR.
98. The use of an electric/ hydraulic motor drive: to change valving positions in the same rotor. By using internal driven parts, to change (extend or shorten) the valve itself; through a commutator or other actuary means. “Experimental”, part of the valve moves/ part does not; or whole valving reshapes; etc.
99. THE CHOICE IS: this machine can be altered to use different size or length cylinders on the same rotor wheel. But not at the same time. Generally, that would require two locked rotors sitting side by side: with each rotor being driven by alternate use cylinders for valving purposes. Or even conceivably different sized/ purposed cylinders on the same valving rotor; which can then be used to drive the common machine or separated for isolated purposes. Variations exist: by changing the valving being used.
100. The fuel injection piston/cylinder, tied to the crankshaft, by gearing or other ELECTRIC or other : is used with a secondary device, that then measures the fuel (generally coal dust) out. Placed in position when the piston is pulled back/ it forces dust into the cylinder. When piston is pushed forward, it is injected into the main combustion chamber. Valving for fuel entry in this secondary fueling piston; is ported or described: to ram fuel out, in the action that occurs, by piston movement with fuel in front. Which then forces the fuel into the air to mix in the piston cylinder. By injection of the piston ram; which plunges pushing fuel out with an appropriate valving to lock the fuel entry point. More than one fueling pistons can be used, with very large cylinders. Combined with a tunneling cavity to retain concentrated fuel for ignition of; the less concentrated main fuel mix. It also aligns with the sparking device to create a flame thrower type of solution to ignite the whole.
101. THE CHOICE IS: that full ignition of the fuel/ air mixture; can be attained. With an independent designed fueling piston; for the purpose of fueling the flame thrower. and igniting that fuel: with an ignition spark source. When aligned completely forward; to induce the more intensified: “flame throwing” into the main cylinder.
DISCIPLINES; WHILE IT IS NOT FINISHED, by illustrations/ “numbers will indicate parts to be used”/ beyond the basic 3 valve in a rotor operating system. Words created will prove: IT IS sufficient ENOUGH to understand the basis and purpose; for a patent TO BEGIN.
the invention of process; “how to capture and use more energy gained; more horsepower created, from fossil fuels”. Than in common use today.
102. By using independent crankshafts with independent piston arrangements, turning a common output shaft. With secondary capture of energy, for efficiency. In both 2 and 4 cycle engine machines; by adding a turbine(s) capture. Efficiency aided by clutching these independent cylinders on or off as needed; without significant loss of efficiency. As can be used in size does not substantially matter, machines as well.
The choice of function and its fundamentals:
103. This is a combination machine; incorporating the secondary jet pulse, of combustion pressures: by impelling or driving the revolutions of a # 6 A) rotor valving wheel; with # 11) turbine or piston power. With the actions of one or more # 22) independent crankshaft assemblies contributing to that action. These crankshafts are functionally # 23) geared;’ in one of several ways; so that the action of the crankshaft drives the central # 8) output, primary power shaft. As well as, the rotor and its turbine(s) being impulse by combustion pressures used in 4 cycle as secondary functions turn the turbine; into actions or rotation. While 2 cycle creates a pressure stroke almost entirely defined by turbine power reaction. To produce a “two or four stroke cycling of fossil fuel driven rotating power”. Which are resulting from the same explosive fuel driven event. Each version being the result of nothing more than slightly different: “selected # 30) ignition points, or valving differences”.
104. THE CHOICE IS: that while using the same components; this machine is capable of different outcomes; by selecting “different # 31) ignition points/ valving fundamentals”. Which alters the machine from a 4-cycle/ to a 2-cycle version of operation. IT IS this, nothing more or less that changes the engine operations. Different critical functions/ rather than different critical fundamentals.
105. This machine gets its force from a common: fuel cycle combustion engine piston event. Combustion air is forced into the piston/ cylinder area; by all appropriate means; which does include #12) turbine-vanes, incorporated as integral to the machine itself/ or separated to run combustion gases through ducting of that pressure to outside (separate) positioning of the independent version turbine. Combustion Air is then sucked in or forced into the cylinder; to mix with fuel to be ignited. Then in 4-cycle that air is further pressurized by the actions on it, of the piston as is common to all crankshaft engines; compressing the fuel air mix. Then Ignited with whatever fuel source, including coal dust; that is being used. Pressures driving the crankshaft connected to the piston rod. Then after combustion raises the piston: the secondary power stroke is the crankshaft now pushes the combustion products back down through the now open “2nd stage valving below. INTO the rotor attached to the primary output shaft and; turbine locked or run through gearing; is activated; by rotor “cups, slots, sculptured veins; etc.”. The decision to engage the rotor to create rotation first/ or merely use the rotor to direct the flow into turbine rotation; belongs to the purpose of the work. Used as a secondary means for driving the revolutions by turbine; of the output shaft with this combustion gas pressure. Engaged to create rotation in the primary output shaft; same as it were a “steam turbine”; direct pressure to direct revolutions. By enforcing a jet-like pressure action against the turbine directional decisions: turbine-vanes engaged for power generation for the machine; add to output power. Which turns the primary power shaft.
106. THE CHOICE IS: a measured impulse is created by piston cylinder usage/ that pressure is then used as either primary or secondary force against the turbines (generally one on each side of the rotor, for balance). The rotor which directs this pressure flow can either aid in directional rotation/ or be used merely as a guide to flow of pressure into the turbines instead.
107. So, two power strokes in the 4-cycle engine/ each contributing to rotational forces produced by the other. But only one pressure cycle in the 2-stroke engine which uses the turbine-vanes to do its rotational work. Piston and crankshaft, in this arrangement is for mixing and ignition of the fuel source. And aiding the transfer of power; into the working parts. The ignition cycle then repeats with replacement of the combustion fuel/ air mix: and its again pressurizing by 4-cycle piston stroke. Or combustion gases ignited in a fully open cylinder; as used by 2-cycle. Same fundamental containment cylinder (piston opposite positions). of the same piston chamber: then ignites the next cycle. As is basically a four-stroke engine; which uses the combustion products to turn the crankshaft for power. And then pushes with the crankshaft, for secondary power generation through the turbine-vanes; before release. It is: turbine reclamation for efficiency 4-cycle. Turbine-vane powering the output shaft for 2-cycle ignition: while enabling a more complete combustion/ consistent with less pollution; of the fuels being used.
108. THE CHOICE IS: while these are truly different outcomes for the ignition cycle. the engine remains the same: only piston placement in the cycles used is different; along with ignition points and valving measurements in rotation.
109. Valving is accomplished by the rotor wheel! It is fitted with valves for different types of usage. And are bolt-on elements or forged with the rotor wheel and machined; “all common methods”. These valves; accomplish sealing the chamber (1st valving: solid rotation interface now) for ignition and containment. Timing then opens the 2nd valving to engage the jet propulsion effect of the second pressure wave/pushing combustion products
“out-exhaust”. Which is reusing the combustion products in 4 cycle: to push the turbine incorporated into the machine; to spin. Then timing rotates the rotor wheel to open the 3rd valving. To REINJECT the air for combustion/ after which the 1st valving is closed by rotation; to start the next cycle. So, the crankshaft can use the piston to pressurize what will then become another full 4-cycle event. Or alternately a 2-cycle purpose.
110. THE CHOICE IS: that rotation of the rotor wheel does all the valving for the machine. Opening and closing different valves for different purposes by how those valves are built or placed onto the rotor as needed; and timed according to the work being done. This allows for more than one ignition cycle per revolution of the rotor; dependent on design purposes.
111. This is a large diameter machine intended for [but not limited to] major electrical generation/ shipping and so on. Therefore, each machine is fitted with numerous independent crankshaft elements located on or around the outside ring structure of the machine. The structural ring would include various enlargements for placement of the cylinders/ closing gates/ port valves/ combustion air deformations for outside compressor use. Or whatever the machine needs are; combined into the circular pattern of the ring. Cast, forged, or plated together “like electric motor magnets”; or other. So, the rotor spinning inside the ring enclosure is able to function as a combined housing anchor and functional base for incorporated use by the unit. Engaged as described/ generally mounted on central primary output shaft bearings: that are supported by frameworks of the housing. Which do engage the structural ring, and tie it to these bearings; are ideally formed into the gearing machinery for stability and efficiency of design. But not limited to that.
112. THE CHOICE IS: that the structural ring serves as the base mounting “habitat” for most of the outer and inner elements being used.
113. This machine is tied together with crankshaft gearing: so that the cyclic valving of the rotor wheel works in harmony with the piston cycles. Pistons are driven by connecting rods; and linkage as needed to function the move of pistons in their chambers. With suitable manufacturing to stabilize the mounting surface; of the cylinder. And stabilize, the actions of those individual crankshafts on the outer elements of the housing; or whatever structure they are affixed too. That ring structure, serves to create the rotor wheel enclosure. The rotor wheel serves to: exhausting of combustion gases, in a controlled way. Primary combustion air flow is directed through the center of that machine housing; along the output shaft;’ in common design usage way. With spacing or sizing for outside air inclusion: to accomplish the oxygen needed for combustion. Throttling if needed by common methods in use. Then: These units can become multiples that work in tandem with each other; with only slight alterations. Machines as a unit are Fitted onto the platform holding it/ or in much smaller spaces for whatever configuration works for you. Startup of the machine; allows for combustion processes to move it. OR is accomplished by outside sources turning the rotor with crankshafts disengaged by clutching. Which are then introduced as appropriate piston ignition effects; to take control over the rotation.
114. THE CHOICE IS: the elemental needs of a combustion cycle engine are well known and not patent-able/ which means they need no further explanation. Only differences, not trivia; are consistent with a patent.
115. The piston rod elements; and its lubrication are then tied to the end of the piston cylinder chamber. Being guided through the end cap: stability is realized for the piston connecting/ pumping pipe. With suitable known collection methods for the recycling of oil. A recognized “pipe-rod slide” arrangement, guides the piston up and down; in most direct arrangements. Oil is pumped through the rod; and into the piston; lubricating the moving parts. The rod Offers stability to the pipe used to create “ramming” of the piston. Actions used for common combustion process; Both forces being guided; in and out of the cylinder; with the ramming piston; are consistent with known values. Generally mechanical actions are stabilized: with a metal rod which is controlling the upper piston pipe slap movement. While allowing larger displacement pistons to emerge as possible. The connecting pipe, is held onto the piston; by common means. Use of the pipe that slides up and down the stabilizing metal rod; creates the power of that force, in or from the crank. That piston pipe holding the piston; is being pushed up and down by the connecting rods, running on sealed bearings, top and bottom; as is driven by the crankshaft. A suitable roller wheel guide, is engaged with, the piston pipe, top and bottom; serving to limit forces; for limiting abrasion; against the crankshaft angles of motion. Which are being used against the connecting rod. But abrasion is limited by these guide rollers. Standard piston connecting rods can be used; but in long form/ long thrust pistons in these cylinders adaptions to accommodate the need to move back and forth at angle; must be made (well known). However, setting the crankshaft in front of the cylinder mounted to the floor, wall, whatever. Is consistent with using a connecting rod in a more familiar fashion.
116. THE CHOICE IS: this is different than the common engine; as is the piston is connected for straight up and down motion/ and lubricated; for extra big or extra-long piston purposes. Straight in and out control is conceived of as better; because the piston does not react to the cyclic position of the crankshaft. Limiting wear, with guide rollers.\
117. Summary is: the primary benefit of the 4-cycle machine is a second combustion cycle push/ that uses the power of combustion gas pressures: both with an initial fuel induced motion/ and then with motion inducing onto the turbine with combustion gas pressures; by the action of the crankshaft. This is a timed cycle; to produce a greater efficiency/ and a FAR LARGER total machine; that is capable of greatly increased horsepower. Than current 2 or 4 cycle engines. Primary purpose: to replace the current steam driven electrical generation power plants. First; With a more fuel efficient “engine cycle, stroke design”. that incorporates the benefits of “steam like” turbine engine components; to enlarge the horsepower size and torque efficiency of the overall machine. Thereby creating a much larger output of power; by generating pressures with fossil fuel to; produce mechanical revolutions.
118. THE CHOICE IS: Benefits being: a much lighter/ much cheaper to build/ much more versatile machine for power generation OR for any purpose. Far exceeding current methods. By the combination of component products; in production, that are known to work; but in a new inventive way.
119. This is a slow revolution machine as expected; which allows for placement of various elements to be powered: by the gearing at crankshaft assemblies for speed adjustment (already in place) of a particular item. Or while the output of the machine unit, is tied into one primary purpose. The individual crankshaft piston assemblies can be used for isolated purposes; yet driven by the basics of the machine in motion/ or separated at various times by clutching (not now) a particular component out; methods to be used later. While it is expected to be “less than total output power of an individual piston”/ it can be at full power; for that assembly. Not intended to be used in or as a unit support system.
120. THE CHOICE IS: that individual crankshaft component purposes can be tailored for specific jobs; so long as the machine as a unit is working.
121. Critical to the use of the machine is its ability to select individual cylinders by clutching the crankshaft/ #10) gate-closing of the port for removing pressures to and from the rotor wheel valving. This is; the primary inlet for air supply to and from the cylinder. The gate valve being [a slide or rotating gate assembly, that stops all pressure interactions of the piston, or rotor wheel valves]. And thereby the clutch is: disengaged from the primary power shaft; for conservation of energy in the machine. While in conjunction with that purpose a gate valve is used to isolate the machine from its other working parts. USED, When the machine does not need to add power. Without major effects on the machine itself. Only the ignition valving needs to be time: recognized with valve positioning: ;to then reinsert pressures to and from the cylinder, back into” reinsert: “power added”; to the machine unit. To reinstall/ get up to speed; as if it had not been disconnected from its common functions. Very useful for electrical generation/ however a starter motor may be needed to create the motion needed: to put things in sync. Clutching also allows for independent repairs on individual cylinders without affecting the operational performance of the rest of the machine.
122. THE CHOICE IS: that independent cylinders can be used independently by disconnecting from the “unit involvement; with a clutch on the crankshaft, and gate valve on the #7) port interlock. Removing pressures, with the flow associated with the rotor, created by machine unit, in motion.
123. Ignition elements can be disengaged in connection with removing the crank from participation; because each piston arrangement is then entirely separated by clutching. The primary pressurization OF THE ROTOR in or out, is removed as well. Not used is real/ disconnected; which means as if it was not there. Common magnetic components used to excite current ignitions cycles in common engine design/ as well as computer controls if you want them will aid the decision to use less horsepower, when unneeded by sensors you install or operate.
124. THE CHOICE IS: disengagement is real; no ignition cycles/ no pressure losses; need to occur.
125. The use of coal “fuel dust: as a fuel source”; is predicated on the ability of the machine to select its ignition cycle. While under maximum compression pressure as with a 4-cycle machine: gas/ oil/ liquid fuels; are most efficient. Less pressure; as are by different 2-cycle designs; likely the right source for dust; experiments must be used to find where the maximum value for power and pollution will exist. Your job. Simple designs are used.
126. THE CHOICE IS: that although different fuel sources can be used; an adjustment from 2-4 cycle ignition may prove to be useful. This can be done with a slight alteration to the ignition cycle; which does involve recognizing piston placement. The critical valving placement on the rotor wheel are slightly different for 2 cycle than 4 cycle. Although expected to run/ efficiencies will be lost; unless adjustments are made. Same components/ same methods; different valving measurements; on the rotor.
The separate: “fueling piston; for primary ignition” may be used appropriately; for mixing air and fuel. But in dust fuel applications; greater intensities to ignite are required. This piston can be used with all fuel sources. Designed for large cylinder applications.\
127. Cooling is as needed/ common to all current engine methods are fine. Sealed bearings or lubrication as is common. Labyrinth seals (spaced close; separated as ridges, which make for pressures: hard to navigate through). Seals for gas pressures/ not fluid; are completely contained within each other/ but never touching. Unless used for stationary purposes. As is : several into and out of ridges create barriers to stop or limit pressure movements through them. Close tolerance of the machining/ as well as engineered rotor valve engagements for pressure containment. Could be aided, with labyrinth seals if needed. These seals; Provide the pressure cycle enclosure; as are the basic elements of efficiency. Release of combustion gases once the energy is gone, from the turbines; is by going through the exhaust piping. This can include turbocharged collection of residual energy “to drive something”. Engineering responsibilities: Requires the best we can for “silent operations”. As life needs peace, and its quiet.
128. THE CHOICE IS: that common methods for cooling and other methods of use; for these types of fossil fuel burning machines; are well known, and need not be elaborated on.
129. Throttling of the machine; is done primarily through the disengagement of independent cylinders/ as power demands fluctuate. Large machines for “stationary work”; as is for electrical generation do not need more in addition to that. Than is the secondary throttling: such as camera shutter like or choke dampening methods of controlling air flow, already in existence; with common engines. What is already commonly offered through fuel/ air alterations; in common engine design to modify power cycles; is ordinary. As to speed or preliminary control over other more significant power demands are recognized. “Changing gears”; in the machinery may be an option. Gearing ties, the machine to its crankshafts is not considered a real answer. However, things like generating electricity at each independent cylinder crankshaft may be. Due to this is a revolving valve machine, and its open and closing of valving, the timing cycles of ignition, will be affected; by gear changes; which requires that speeds should remain constant.
130. THE CHOICE IS: that primary control over power use is by disengaging the independent cylinder (s) / and closing the gate valves. While a secondary effort to control air flow; as is constant with cars and gas peddles and so on is realistic. Alternately: changing from unit equals one generator output. To the machine operates several independent electrical generators off independent crankshaft assemblies. With or without the unit as a whole; Is a different method of control.
131. Stroke distance/ size of rotor; and various other decisions allow for alterations in the expected rotations per minute that can be achieved. As would be tolerated by the basic design elements; if placed in much smaller applications; such as trains or transportation or even models and drones. Mixing stroke distances of the piston on the same machine will enable different effects; as you choose to use each set. However, the valving requires distinct decisions/ even though you can incorporate “changed valving/ by isolating ignition differences”: on the rotor for different sizes of cylinder piston arrangements; for speed and power variations. Independent variations to an actual change in the shape of a specific valve or combination of valves within limits is possible; with internal to the rotor manipulations; with or without external power input.
132. THE CHOICE IS: dependent upon rotor wheel sizing/ various “chains of piston size” can be incorporated into the same machine; which allows for changing power and speed signatures of the machine unit be varied by which cylinder size, stroke, piston; or other miscellaneous details are used. The change is accomplished by ignition characteristic variations. Or more distinctly: if every other cylinder is half the size of the other: 4 out of eight let’s say. A rotor can be valved to accommodate either “these 4 are in use/ OR those 4 are now in use”. Converting speed, power, and torque as needed. These are two independent machines using only one rotor. Which can include perpendicular cylinders to the output shaft as well as horizontal cylinders to the output shaft; each having an independent valving system.
133. Cylinder slope; angled to the rotor; instead of perpendicular/ aids in the direction of “pressurized jets/ but enlarges the distance to be traveled before pressure is met with resistance; losing efficiency”. With functionally rotating gate bearings: the elements needed to close the gate valve frequently, during use; are allowed. At the interaction point between cylinder and rotor/ the gate valve functions: as an engine modification; if desired. A hinged gate-closing; slide valve in a sloped cylinder arrangement is also considered useful. But will contain “bearing slides” if intended to be frequently used. Creating the possibility of a sliding gates to seal the chamber: for chosen cylinder, not needed now. Slides for a greater seal in longer duration periods (slab surface valving); and if considered needed; bearing slides and other fittings as would enclose the “tee, slide”/ to keep debris out can be used. Changes to the fitting of a crankshaft onto a sloped cylinder/ piston; requires the machine castings on both sides; to be incorporated into the ring structure; or mounted on “the floor”. While making the overall diameter of the machine smaller/ it also removes area for the addition of “more cylinder/ piston arrangements; making it potentially, a less powerful arrangement.
134. THE CHOICE IS: that gate valves are altered by a sloped cylinder arrangement/ as are port valving, and crank locations; which will change size and horsepower according to the angles being used. Side pressure ejection of combustion gases/ as well as opposite side induction of compression air; require gate or port valving to match the change. Generally, cylinder divided in the middle; which could include a V-shape on the piston head to match the divide.
135. It is possible to angle cylinder descriptions from being perpendicular to the rotor/ to being offset from perpendicular cylinders on one or both sides of the rotor housing as an aid in crushing the machine diameter size (like a V-8 or opposing cylinder; combustion engine) to produce more power in a smaller space. Use of rocker arms, and angled gearing; to cut the: connecting piston rods length, by lever action. Opportunity to place the independent crankshaft assembly: in an entirely different location/ including 90- or 180-degree locations; can be added. Altering the basic look by changing nothing in the mechanics of it: but shifts the sizing to a different dimensional trait. That however requires significant engineering for “angle gearing and so on” for all functions to cooperate correctly; in machine harmony.
136. THE CHOICE IS: this machine is not locked onto a specific placement for the crankshaft or connecting rods; letting them be in a horizontal plane or vertical plane to the unit machine as a whole. Does not matter except for overall dimensions for the machine. Variations in valving aid in accomplishing that task.
137. It is possible for the piston cylinders to be perpendicular to the rotor wheel: thereby allowing for a change in rotor design from the valving on top/ to the valving is now on the side of the rotor wheel. That allows for pressures going through the rotor wheel. Opposing cylinders engage opposite side turbine vanes/ requiring a second side duct work/ opposite valving direction, on the same rotor. Along with different ignition points. This requires a second set of “full valving; containment/ pressure release/ refill combustion air” to be on the same rotor wheel machine. Allowed then is: dividing the option for numerous cylinders in half by the rotor valve placement. But doubling the cylinders with placement on the opposing side /distribution of cylinders.
138. THE CHOICE IS: there can be one rotor for perpendicular piston arrangements/ but they need a second set of “full valving” on the same rotor to accomplish the goal of harmony in motion. Fundamental flow of pressures into the turbine: is then from cylinder on one side through the rotor. Into the turbine on the other side. Through vanes, or ducting. These can be the same vanes or ducts used by both sides of the cylinder arrangement; but ignition is “one side first/ then the other side cylinder ignites”; so that pressures do not combine along the same path.
139. This machine may and does incorporate twin rotor wheel structures; using the center area to claim “one rotor only”. For large piston engines capable of exhaust turbine work; as in a stacked engine system. With cylinders and valving as desired; “side or top”. This is however done with two distinct ring structures; and various other arrangements: to incorporate all the same design functions; except for turbine-vane placement. This is a source for pushing enough air into the “supersized piston”/ while maintaining exhaust pressures. these Cylinders pressurizing this machine are using a central turbine-vane design; between rotor wheels; which may be separated by clutching; or may be locked together. All things remain the same except for central turbine-vane design, with an area in the middle of these two turbines; for exhausting gases in an orderly fashion from both turbines. Or may be turned around to exhaust gases to the outside/ bringing new air in from the center.
140. THE CHOICE IS: in this design an exhaust turbine for combustion gases remains on the outer side of both rotor wheels; guided by the output shaft. Top rotor valving directs the “new air” flow into the independent cylinders accordingly, for ignition. New compression air enters the cylinder through the interior of the rotor wheel/ by ducting aligned with the port valve; using the sides of each valve for exhausting. The middle of the port valve for refilling with compression air, by turbine compressors located in center. Or are separate.
141. Cylinders Directly across and perpendicular to the rotor; requires the turbine vanes can be engaged from direct injection of pressure into the turbine through the rotor to the other side. The cylinder end, is then divided into: the top half is for exhausting combustion gas pressures/ while the bottom half is for refilling new air to be mixed with fuel and ignited. This is a 2-cycle machine. Valving is upper is used for combustion pressures. While closer to the center valving is dedicated to refilling the cylinder with air for combustion. Pressure ducting of the combustion gas can occur from side to side; with angled purposes for greater power thrust into rotation desired. Combustion gases then enter the interior of the rotor wheel at its outer dimension; and transfer across. This is then directed into the exhaust turbine-vanes via another port, which corresponds to the turbine on the opposite side. To achieve the same basic result of forced turbine rotation. OR pressures, can be fanned out with ducting to engage a greater section of the turbine at the same time; but with less pressures applied. Air input to the cylinders comes in through alternate beneath the combustion ducting for that purpose; with side valving dedicated to: accommodating the interior cavities of the rotor wheel.
142. THE CHOICE IS: that a rotor enlargement of passage can accommodate the flow of combustion gases and compression air; within itself by using the inner rotor duct work dedicated to this purpose. turbine arrangement in nearly identical/ but pressures are distributed across a larger area, way.
143. OR pressurizing the valving, to either direction-ally turn back the combustion gases into: cylinder piston arrangement is parallel with the turbine-vanes. Located BENEATH THE CYLINDER. Combustion gases are then released in the lower area diameter of the rotor wheel. While compression air/ fuel mix is entered through the upper diameter of the rotor wheel. Either by side or top valving systems. The air entry port valve is dedicated to half inlet/ half outlet; divided in the middle with labyrinth seals. This adaption includes: “air scavenging vanes; basically, a curved line” on top of the rotor. Which aligns with cylinder. Air comes in through structural ring openings, and is focused; to pressurize the cylinder when rotating 2nd valve opens the turn back system: loses efficiency by turning combustion pressures back: but this is flow, by surface defects/ tunneling; built into the sidewall of the rotor. To take combustion gases when aligned and turn them into the turbine; which sits, in close proximity with the rotor. Creating in this demonstration; because of longer release, “shorter diameter” for the pressures to occur; it returns an extended pressure push cycle, for the turbine. By using a longer side valving sequence/ a cylinder can unload on one side; then the opposite cylinder can unload on the other side as the rotor turns. Longer sequencing is a design element; and can be used in any configuration.
144. THE CHOICE IS: that pressures created can be used in different ways to accomplish some design differences. Such as very tightly configured solutions to size requirements.
145. The alternate for cylinders perpendicular, to rotation wheel is: cylinders, using step positioning: one this side/ then step, and one is placed on the other side in front of the last. Only one rotor wheel with cross over ducking; side valving. Turbine vanes are pressurized from the opposite side, for each cylinder. Making the outer half of the rotor wheel port valve and 2nd stage opening: in alignment with the turbine. The port valve is potentially separated by labyrinth seals; on top half; dedicated for combustion pressures against the opposite side turbine. While the lower half of the port is dedicated to refilling the cylinder with air/ fuel mix for ignition; through air coming into the center of the rotor/ along output shaft; and being focused through the 3rd stage valving arrangement.
146. THE CHOICE IS: that while considerations exist for various combinations to be used: this application of outside air by combination turbines; adds to the list of choices; for the basic “downsizing” of the machine.
147. The crankshaft; if designed accordingly: can be fully independent of the housing/ used to drive completely separate operations. With secondary efficiency through the combustion cycle being controlled by/ rerouted into: the turbines; to drive the rotor of the main machine. Timing of the valving/ ignition system established by the rotor wheel is independent per cylinder of the output shaft. But the crank timing of the explosion, in connection with the valving, is not. Fluid connection which includes electricity; (build speed then lock) to compensate for slight differences is consistent with redirecting the power being made; back into the main machine. This is a distinct timing lock; with valving of the rotor; as is required to run properly.
148. THE CHOICE IS: that each piston/ cylinder is operated independently; but can be united with the machine, for power output/ or can be contributing to the turbine secondary power of the machine; with independent cylinders running other isolated from the main machine projects.
149. Using labyrinth seals: for the purpose of enclosing pressures/ combustion products; in the presence of movement between plates. As with a jet engine turbine design rotor or vanes: pressure containment presents efficiency. This then is believed to be: a new and innovative addition to the current entrapment of pressure by close tolerances. With this type of seal being used to Increasing efficiency in those designs; as is possible with this new and innovative engine. Labyrinth as in maze; causing the barriers to flow in alignment with each other. To fit together without touching; “like two hands/ opposite direction; with fingers inserted into fingers; but with no touching”. Thereby creating the maze, flow must negotiate to escape.
150. THE CHOICE IS: labyrinth seals can be used in combustion applications. Particularly useful in gas flow; whether in moving applications; or not.
151. The main rotor wheel can be engineered to do everything “in one molding”/ which limits it to just one basic combination of cylinders to be used; either spaced perpendicularly to the combustion products/ or spaced on the side; symmetrically placed around the rotor as; separate but equal. Or as with a V-8 engine of common design usage. Pressures angling from “each side to the middle/ therefore the rotor has alternating valving placements for those purposes. Or it can use “bolt on” valving which allows for the same rotor definitions; to be used in alternate applications: by simply changing the valves.
152. THE CHOICE IS: that while there are different combinations in valving to be used: the rotor constructions, remain basically same. The valves and rotor are essentially doing the same duty in each design/ in the same way. This consists of an equal claim even if different by angles; top or side surfaces: the design, remains the same. Critically spaced to achieve a slightly different purpose; is invention. Each version, is a slight alteration.
153. The main rotor wheel, can be one fundamental circle; to which the various elements of valving: as are “closed/ combustion out/ and air in” are BOLTED ON. Which then gives the primary rotor component: some “field flexibility”. As with a variety of slight design changes; as described herein do represent. Dependent upon diameter; cylinder variations; which could include “short and long cylinders” for speed versus power variations in use. The use of a combined rotor which includes top valving and side valving for a different combination of cylinders; adds duct work to the inside of the rotor wheel. To accommodate this change.
154. THE CHOICE IS: some flexibility can be achieved or is needed; by the use of varied sizes of cylinders being used. Different valving is appropriate for different sizes in cylinders. But a sufficient sized rotor, expanding it, and introducing passages for specific purposes inside the rotor; allows for that. Separating the rotor from direct drive; to a geared increase or decrease in speed of revolutions/ adds more flexibility. By simply adding a bearing over the bearing mounting the output shaft; allows for independent purposes on the base line of tooling. “Gearing to suit’ as is well known.”
155. Combustion pressures; are open to being directed on: top of the rotor, to divide and separate by the 2nd stage valving; the pressure push points directing flow, equally to both sides. this then produces the sideways exhaust, forced into the common valving arrangement to both sides. It is a “jet-like combination of direction into the functional steam-like turbine vanes”. Or the rotor surface is engineered with cuts on the top of the rotor as can be used in an alternating pattern; first one direction/ then the other direction. Or they can be sculpted for directed pressures into turbines on both sides of the rotor. Or pressures are used in cross over applications; to push, the opposite side turbine where the application of cylinder arrangement calls for that. To engage the turbines used with cylinders in a V-shape arrangement or even perpendicular cylinders; to the rotor and turbines. The energy is diminished as pressures are being used. The shape of the rotor housing uses entrapment for retaining pressures used for purposes of rotation. Housings then become smaller as the passage of pressures is energy used. To the point of equilibrium; as is no longer helps. Turbine design is then engineered or expected to be for maximum energy usage. As would be different with combination turbines as the turbine extends; the opening for incoming air increases/ while the opening for combustion pressures out decreases (coned shaped). Sizing is front to back of the engaging element/ that creates differences in pressure. Or as pressures diminish; focusing that pressure onto or into smaller diameter vanes; will increase the critical push, of that pressure. Whether to engage the rotor with push or flow; requires a different shape to the 2nd valve stage (smaller/ angled/ curved). Whereas simple directional push to allow the turbine to do all the work will be (bigger passages/ less angled troughs/ and straighter lines).
156. THE CHOICE IS: maximum energy usage in the turbine-vanes require an engineering which will shape the turbines. But pay particular attention to how the rotor valves engage that turbine in practice. How they are used by the initiating pressure; to either gain combustion air/ for fuel mix accordingly. Or power with exhaust an additional torque providing horsepower. Or function to rotate the rotor wheel in aid of that fundamental is all a choice.
157. The “jet-like, steam turbine exhaust vanes”: are divided by labyrinth seals”: used in a step pattern/ for combination turbines “both pushing out by gas/ and pulling air in”. To isolate different sections of the turbine itself when altering the dimensions of what the pressures can work against. Pressures directed INTO an outer diameter which represents the pressure of turbine work being done by combustion gases pushing on this. While the middle or inner diameter of the same turbine vanes; are divided to be used, as the power: to create and pull in new combustion air for the ignition process. While this does not have to be so; and air can be pushed in from outside sources; as with an electric fan. The reality is that in common design considerations; the combination turbine vanes will be considered normal; and more productive to the purpose of “space used”. The rotor output primary power shaft will turn these vanes attached directly to it. OR, the turbines can be separated from the output shaft on bearings/ and geared through the “crank shaft gearing assembly”. To run at alternate speeds from the primary output shaft. Or the output shaft can be geared as separate to the machine for different RPM needs. To avoid but receive bearing support outside of direct rotor revolutions; the primary shaft is the structural support of the rotor. OR the jet like turbine vanes can be isolated from direct drive by the output shaft; secondary corresponding pipe; turning on that output shaft. And driven completely; by an outside source such as an electric motor/ combustion gases and turbo charging as can support that driving force, to compress air.
158. THE CHOICE IS: the turbine-vanes can be run from different sources/ or if so, designed can be strictly used to create compressed air. Or combustion air for fuel mix compressed by turbine vanes can be separate from/ but formed with compression exhaust vanes. Or the turbines can be separate from the machine unit; but the compression vanes will need to be activated by alternate means such as an electric motor. Or the turbines can even be functionally motivated by fuel sourcing jet engine burners located within the rotor; for additional power.
159. No intent exists to redo the turbine; moving or stationary blade structures: all or most of the pressure vanes commonly used in jets, steam turbines, and the like; are used as designed. With the exception of less torque in combination vanes. They are sufficient for these purposes, although slight changes will be made; including cheaper to construct weld on blades and such to adjust price is normal. IN CONTRAST; What can be deduced as a change in patent-able differences is: that one turbine plate vanes: is performing two functions: of both pressure out, and pressure in on the same individual turbine plate-vanes. Within the same, the environmental enclosure on the same shaft; provided by labyrinth seals; if needed. Letting the function of each turbine plate-vanes; then be to create push by pressures against it/ and to create pull by forcing air for combustion to go through it at the same time; by separating these functions and their ultimate design. It is consistent with that claim; a further sealing step, compatible with labyrinth sealing surfaces; could be valuable in comparable jet and steam turbines design or others. That step being in this combination turbine: to enclose the outer elements for efficiencies by creating a wider version of the labyrinth seal.
160. THE CHOICE IS: that while turbine vanes-plates are common and known to the mechanical industry. Separating the vanes is not. Creating an enclosure (separation line) between incoming turbine air/ and outgoing gases powering turbine-vanes; by separating the two opposing forces; with labyrinth seals, is new.
161. In the “naturally aspirated OES engine. The change required is, that instead of a central style turbine vane assembly; pressurizing air flow into the cylinder; through 2nd valving through the rotor. Either from inside rotor wheel confinement of motion. Or from outside independently generated “probable electric” air pressures providing combustion air for charging of the cylinder. An alternate method is to incorporate a valving structure at the bottom of the cylinder where it attaches to the ring support/ surrounded by an enclosing “telescoping pipe” which then operates as a valve by going up and down. This cylinder/ piston combination; would have ports for air entry; at the bottom. Which then serves as an air inlet: “The cylinder fill valve”. OR for direction of AIR into and/ even combustion gases; out of the cylinder. As is the purpose of a “piston housing”. Nonetheless: Let’s suppose the piston cylinder uses an insert valve assembly to accomplish flow (insert valving). This is then by example: let’s say, 50 inches high x 24in diameter cylinder. In which case this valving structure is for example; 3-4 inches high; and includes a series of repeating “common intake engine valves; perpendicular to the cylinder”; spread around by machining into the separate valving structure. These inserts: then act as/ are in fact: intact valves for allowing air to flow into the piston cylinder on mechanical or other command. These valves can be: all activated by various common methods. But the one method being defined is a spiral lock which operates by interlocking “points and levers”/ hinges; connected to the valves which push them open when the spiral/ ramp lock is turning/ and let them close (opposite direction) most likely by spring action as is well known in engines. Basically, it’s a valving structure that holds the valving in place: with a spiral lock (acting as a cam) that surrounds and is built onto the valve structure for stability for when turning. OR, is used by operating a ring: Which connects to each interlocking hinge to move the valve; by what might be considered a roller chain, around a pivot point; for simplicity. Pushed with common action levers or pull rods with cam and so on. In fact, valving can be operated by any number of things; such as an independent cam on each valve. Which are then capable of pushing the valve; against the spring; and holding it in place for compression. In this way the actual valving of air into the piston cylinder is aided: when adding an air pressure depository tank (ready). OR, In the more normal cam operated version the actual common version cam can be operated by a roller chain connecting them all for simplicity, whatever works. A synchronization of parts; several around the cylinder working together establishes order. That system then: pushes the valve in to allow for air to surge into the cylinder in operation/ pulling back out with the spring. Either way the actual valve is slightly recessed into the valve structure; for pressure retention purposes. All things timed for appropriate mechanics. This insert is also capable in large cylinders to use: half the valving on one side for air inflow/ and the other half of valving on the other side for exhausting; even into separated turbines. Duct work is required.
162. THE CHOICE IS: while the reality of air induction is critical; common components in large dimension cylinders require new ways. Can assist the separation of cylinders, with naturally aspirated operation. Thereby standing alone.
163. For shorter ALTERNATE valving structure, THE CHANGE; would need: a movable pipe, that surrounds the cylinder/ and goes up and down “an inch or two”; by computer or mechanical command. Is fitted to the bottom of the piston cylinder for stability: with a V-shaped seal. Which then forms a seal for compression; with an interlocking V-shaped machine lathe creations for BOTH: the top and bottom of this valve/ positioned on this cylinder. Small holes at the bottom of the side. To enable the V; to “clean-out of particles”. Or stationary labyrinth seals are used; sufficiently “clean” must be found, to keep it sealed. In this telescoping pipe over the cylinder to enclose it. The valve uses porting in the cylinder as above/ and can be cut in half to effectively divide air inflow from exhaust flow
164. THE CHOICE IS: that “naturally aspirated” can be effectively used if desired/ and includes these two potential designs for valving of that purpose. Although unit functions, and efficiency will suffer.
165. It is noted: that the physical structure of the machine rotor wheel; includes a structural surrounding “ring/ support” as remains stationary; just beyond the rotor outside diameter, but with close tolerance. For housing the entire unit. That ring structure is functioning to support the cylinders along with outer enclosure turbine housings (like a frying pan, clamped on both sides of the ring. To add on and aid in controlling, rotor valving, along with ports and gates; for the machine to use. The ring structure; Along with main support for bearings in the middle/ cylinder cuts as appropriate for flow; or stability of the machine itself. And real world lifting or carrying of the machine as are attachment points to whatever surface is required are obvious. No real throttling of air flow is needed in a constant speed engine. But obvious methods of adjusting air flow can be introduced for or by other designs. Instead of an enclosure which aids in support of air induction: by the incorporated “turbine vanes being used”. You can discard the enclosure and pump out combustion gas turbine flow; to an independent turbine creating power to be used as a stationary component elsewhere. If this aids in efficiency or power generation/ or sizing requirements . That would require shifting the air flow from the center of the machine to the outside entry of that air; by funneling of air in realistic proportion to each cylinder through the ring structure; or alternate means. That may include an enclosure to pressurize air support; prior to the valve opening for introduction to the cylinder. The funnel is attached to the outer areas of the ring support for the machine itself; and cuts to accommodate the introduction of air into a vacated portion of the rotor; which as it turns, is then directing air flow into the cylinder. Or the 3rd stage valving described for the rotor can be abandoned with a naturally aspirated engine. Timing of that cycle is done with each of the independent crankshafts. Timing is as is common to combustion engines: Just before the cylinder is sealed and exploded with fuel. Each cylinder must then have its own funnel or means of feeding the aspirated valve/ and suitable air flow for all cylinders is required to be regulated; for fewer overall cylinders being used as a unit of power. Will need no air in cylinders not being used.
166. THE CHOICE IS: the structural ring support does all the basic stationary work of holding for the machine. Holding things in place/ providing mounting and placement of ports, gates, and valving as well. But the cylinders can be altered by natural or supercharged air input aspirations; which will then eliminate on rotor purpose for “compression 3rd valving rotor components. Creating ; “a smaller rotor”.
167. Lubrication of the output shaft is by a probable two suitable bearings; as would be located in the gearing box of the machine: where lubrication already is. Lubrication of the piston is through the metal rod (gun barrel) that guides the piston, along with rollers top of the crank “piston pipe”/ and on the cylinder housing to guide and stabilize that piston pipe as it is pushed down and up in less than a straight line. Simple cylinder cap constructions allow for evacuation of the oil and re-circulation of it. The use of “fuel dust”/ presents a problem of “ash particles” which must be dealt with by replaceable scrapers in various areas of the rotor; at the end of the pressure cycle; where releasing “small amounts of ash”. Will not impede the work. The input of new combustion air can force the particles out. But scrapers, may also be needed in the cylinder itself: which would include these. 1) an alteration of the piston; to include a third compression style particle ring “with dimples/deviations/ designs; on the contact edge”/ for removing debris. 2) this is followed by a collection “cut area” in the piston itself/ which aligns with an upper cylinder opening to dump/ push the collection materials out when the piston is at full open out. This is accomplished by “small pressure leaks due to the deviations on that one ring/ and by a system outside pressure jet, being used for cleaning that area to contain pressure problems: at the top of the cylinder where eviction takes place; a containment area; with regulated pressure release is mounted over the eviction points. Potentially a bowl-shaped wave, piston top, or other design for “tornado like” activity of “the atmosphere inside the cylinder”; to aid the burn. Perpendicular or angled cuts in the labyrinth seals used in other places; can be then used to evict particle accumulation; and other methods or means, as needed. Instead of letting leaks appear at the piston; the cuts can go to a collection point which must then be emptied; to retain all pressures. This particle ring is not intended to retain compression; that is below it; however, it is intended to collect particles for eviction; and may be coupled to a valve so that the least unwanted pressure release is possible.
168. THE CHOICE IS: various means for dealing with combustion byproducts are included in this design; particularly necessary, or intended for use, with “dust fuels”.
169. While there are no drawings to highlight the various common components of this machine/ they are not uncommon in and of themselves. Their combination into a completely new machine that changes how all the basic elements work together is. Since decisions make up “the invention”/ and common understanding identifies what is, or is to be going on by known design functions; with this machine. It is deemed the choices are enough to protect it. However, given enough time an illustration could be added. The clear understanding given: words are visible and adequate to its purpose. This engine can be built: from these descriptions; as is the purpose of a patent beyond controlling the manufacture and money involved.
BASIC COMPONENTS
170. piston and cylinder and connecting rods with a crankshaft
171. a rotor wheel; establishing a large diameter disk, with an inner dimension; whereupon the appropriate valving is located and operated in time with the turning of this rotor
172. jet-like turbine vanes; which are used to scavenge power from the combustion of fuel products/ by directing this pressure against rotational devices. Further influenced by piston action: pushing the combustion products. Against appropriately designed cavities, vanes, slots and so on. Such as influences the direction of the pressures. from the valving on the rotor wheel, into the turbines. To then gain additional power from the explosive event of fuel. That pressure impacting the rotor first; either to gain thrust, or for directing the pulse of energy into the turbine at better angles. accomplishing the valving design intent: that turbine(s) and their vanes should increase further efficiency for the unit output of power.
173. Compressed air is entrained in the cylinder through valving; for use in combustion; by fan or turbine or other means; as defined. Using rotational valving built onto or into the rotor wheel to engage, enclose, and disengage the various functions needed by a combustion engine. Rotational Labyrinth seals, if desired; to aid in efficiency.
174. Independent clutching of each cylinder in a multiple cylinder design creates the exclusion of that cylinder from the rest; so as to save energy when that power is not needed. By disengaging it from the motion of the machine, and closing it off so that no energy is taken; from the unit by gate valving the passage or air or combustion products. Thereby becoming passive to the machine working, with the rest of cylinders unaffected.
175. Gearing locks, it all together/ allowing for separation of independent cylinders and crankshaft by clutching. Rotor wheel design elements of valving; decides how many times an independent cylinder can be “ignited” per revolution.
176. An experimental design: which is the small fueling piston and cylinder for pushing a “fuel source”; into the combustion chamber/ and its “piston cannon”. Then igniting that fuel in the chamber; “with a flame thrower” intensity upgrade design. Includes, a piston tunnel, “cannon like” insert: which extends but does not go through the fueling piston. Alignment points built into the design then ignite a concentration of fuel: to then ignite the whole of the fuel mix in the main cylinder; to insure as complete as possible ignition event. The expected explosive result of force, with less toxic results.
177. COMPRESSION/ignition rotor wheel VALVE; this is a two-sided disk (strengthened on the back side) with an adjoining top. Compression is attained by close tolerance between the flat or circular plate that confines explosive forces/ and its mate which is created by a flange of sufficient size around the cylinder being contained. The cylinder end size; can be compressed to insure adequate containment of gases. Each of these three valves is located on the top of the rotor wheel circumference/making that area, the interface of actions created by the valve. Or they are located as one or more valving circles on the side of the valve making that surface the interface of the valve actions.
178. combustion PRESSURE release rotor wheel VALVE; is a one-sided disk that faces the cylinder and its exploded gases, which then allows through its opening the directional aid to direct those gases by duct work or not; into the turbine through the other side or whatever is needed. Which frames the structural requirements of the wheeled valve. There may be more than one cyclic valving sequence per cylinder, in each of these three valves per rotation.
179. COMPRESSED inlet rotor wheel AIR VALVE; this is a two-sided disk which uses an air inlet on the compressor side to let air for combustion into the inner chamber of the rotor wheel; which is then directed into the cylinder with fuel for igniting the next explosive event. The air valve is built with vanes which gather and enforce pressures into the cylinder as quickly as possible. Each of these three valves rotate via the rotor wheel; which means they travel a circular path. That requires an elongation of each valve; as is the facilitating of the work.
180. compressed air combination valving using top and side valving. This is a valve rotating to function; gathering air on the outer circumference/ either independently or with aids. Which is being used for compression air; contained by the inner rotor wheel; air which is then used to fill the cylinder when the compressed air is called for by the 3rd valve opening on the side of the rotor. Duct work within the rotor is required, for separation of gases.
181. Independent side & top focusing rotor wheel valving. Requires specialized shaping per each job; such as the 2nd valving structure will need directional vanes to guide the flow of combustion gases being released. These either focus push on the rotor itself/ or are used to direct gas flow into the turbine for push instead. Various designs must be tested to ensure the best we can do.
182. ROTOR WHEEL A, B, C, D, E, F, G these are vertical disks on each side of a containment area; created by the flat plate circular enclosure of those disks; to create what is effectively a steel or other version of a wheel. This is used to contain the cyclic effects of a combustion engine/ as opposed to the camshaft driven valving common to those currently. Various designs require various adaptions as is detailed herein.
183. TWIN ROTOR WHEEL MACHINE; no crankshaft. Pistons are moved by ignition from either side. This is an experimental machine that uses two full examples of a rotor wheel valving system on each end of a two-cylinder arrangement. Which then bleeds off a portion of the combustion gas; back through the valving, to use the explosion of air and fuel to move the piston in the opposite. Cylinder back and forth; thereby creating pressures for forcing rotation, with a turbine. A two cylinder/ two piston/ two cycle version of a combustion pulse fired turbine. As detailed herein
184. PRIMARY OUTPUT SHAFT; this is a centrally located pipe or shaft used to output the rotational forces being created by the unit engine for use in outside work purposes.
185. PORT VALVE this is the interface if needed that directs the pressures of combustion gas into the appropriate vanes for additional efficiency.
186. GATE VALVE this is the interface used to direct the pressures of incoming and outgoing gases; which can be turned off by primarily sliding or rotating structures; thereby creating independent cylinder arrangements.
187. half valving (in general/ not limited to half) this is a gate or port valve interface; which lets the cylinder being released of pressure or filled with air/ regulate that flow according to design preferences.
188. COMBUSTION TURBINE-VANES common to all turbines
189. COMPRESSION TURBINE VANES common to all these turbines
190. CRANKSHAFT CLUTCH common to machine driven work
191. 2-STROKE CYCLE PISTON POSITIONING the explosive event happens once every two strokes of the piston
192. 4-STROKE CYCLE PISTON POSITIONING the explosive event happens only once every 4th stroke of the piston.
193. CYLINDER a “gun barrel tube” which holds the piston and exploding gases.
194. PISTON the impact forcing of a projectile that contains compression and oil rings for lubrication. Which by being forced back and forth creates the cyclic phases of an internal combustion engine.
195. PISTON GLIDE, IS A TWO-FACED PISTON; with central lubrication; using common compression rings. In a TWO adjoining PIPE/ cylinder arrangement; so that a percentage of the combustion gases can be used to force the glide pistons in each back and forth. As described herein
196. SLAP ROLLERS these are used to limit the angled pressures of abrasion; created by the connecting rods and their crankshaft.
197. METAL GUN ROD PISTON GUIDE, AND LUBRICANT; this is a primary lubrication method of focusing oil into the piston cylinder where the guide insures straight up and down movements. A sump hole at the cylinder end returns the oil for re-circulation.
198. CONNECTING RODS these force the pistons up or down by crankshaft containment of motion.
199. CRANKSHAFTS common to all mass-produced combustion engines.
200. GEARING MACHINERY common and well known
201. RING STRUCTURE the outer structure used for mounting bearings and cylinders and housings and so on as is needed by design; detailed herein.
202. HOUSING primary turbine enclosure
203. PRIMARY BEARINGS support means
204. MACHINE AND BEARING STRUCTURAL SUPPORTS necessary parts
205. FUEL PISTON/ cylinder arrangement; a small addition; used for aiding the placement and ignition of air/ fuel mix in a large cylinder.
206. FUEL PISTON TUNNEL flame thrower ignition; methods of containing the concentration of fuel for easier ignition
207. IGNITION SOURCE fuel piston alignment the alignment of non-touching parts through which electrical impulses shall travel when aligned.
208. MAGNETIC POSITIONING’ SEQUENCE OF PARTS common to position sensing in multiple machines
209. CENTRAL AIR INTAKE for compression turbine; all combustion engines must have “air to burn fuel”.
210. EXHAUSTING PORT & TURBO CHARGER as needed all combustion engines must have exhausting means to relieve the pressure for another cycle to begin; when sufficient pressure is left recycling can occur.
211. OUTSIDE AIR VALVE this is in reference to dividing the turbine off of the machine itself; using duct work to pressurize the turbine of 6 G design. Being a parallel output shaft to the ordinary perpendicular common output shaft method. This method cuts the piston with a slot/ uses a combination of three rotors: two outer smaller rotor valves for containment and air compression valving. While the middle rotor is for containment and expulsion of the combustion gases. “Supersized pistons”; Considered least likely method for manufacturing uses.
212. BOLT ON DUCTED FAN or propeller methods for using a pulse jet engine.
213. COMMON to all current engines; FUEL INJECTOR
214. COMPUTER machine controls by coded or impulse messaging.
215. “Side wall cylinder ports” (for after burner jet plane; arrangement style); in the event of a sudden or predictable “throwback” of force which might overwhelm the current state of the machine being used. Where very large cylinders are being employed; what amounts to after burner arrangements could be employed. This requires valving; such as would be turned to allow pressures in/ rather than out.
216. glide pistons these are used in experimental no crankshaft engines
217. piston positioning lubrication this is used as detailed in no crankshaft engines
218. bumper pressure guides this is used as detailed in no crankshaft engines
219. slides for servicing mounting such as might be found on machine lathes.
220. two-part piston cylinders (one inside the other) as detailed in no crankshaft engines. Twin cylinders one beside the other: using ducting to move glide pistons for power transmission; by explosive events in time with each other. Is an alternate way.
221. Velocity sensors for computer input of ignition controls/ lasers for piston positioning and speed. Appropriate bleed out signaling sources.
222. Rotating valves for an internal combustion engineered; as defined by rotor wheel alignments
223. mechanical drive off the rotor wheel valving: and/or to electrically drive the rotor wheel for computer-controlled operations. Not all operations such as no crankshaft engines are mechanically driven valving. These can use independent electrically driven by computer generated positioning of the valves to be used by rotating the rotor wheel with the electric drive and a commutator inside the rotor for moving valves/ or outside the rotor for alternate drive of the valving system.
224. Compressed air to start glide operation of piston OES machine twin rotor machine as described. To get things moving.
225. Roller pistons to use in industrial tank cylinders
226. machine gun ignition, which serves long pulse turbine rotation.
THE ASSEMBLING OF PARTS #6 A) rotor wheel small version.
227. in the smaller/ miniaturized versions of this OES engine; a single rotor wheel of suitable sizing can be made from one or two; circular vertical plates (with openings for air inlet), to the horizontal output shaft. This widens the valving positions sufficiently to move the flow of gases across the top or side surfaces; generally, from the inside rotor/ to out as within the cylinder or turbines. To accommodate the piston cylinder needs of function. This remains consistent with design: that the turbines on either side of the central rotor; are extended from the widened “like a circular T top or U shape; as is designed into the vertical rotor retaining 3 distinct valving areas; in one or more repeating cycles. These valves, allow combustion gas pressures to go outward (if not downward first); as combustion gas pressures encounter the turbine vanes and are then released at the ending point of these mechanical means for producing rotation from the force of combustion pressures. To be evicted as exhaust either controlled by piping or not. The inner area on both sides of the central rotor is then housed; inside the turbines; for air/ pressure flows, in or out. To incorporate the necessary fan functions or ducting: that is used to fill the cylinder with intake air, through the 3rd rotor valving method for mixing fuel and starting the cycle over. All other design elements are obvious.
THE ASSEMBLING OF PARTS #6 B
228. in the large piston/ cylinder assemblies; the ring structure is such that a necessary widening of the rotor area and structural containment of the valving; is required. Nothing is fundamentally changed other than the width of the rotor and consequent enlargement of parts. This however requires two distinct vertical twin sidewalls to rotor wheel; which serve as pressure containment areas; that should incorporate “side wall/ face to face” labyrinth seals. Top of the rotor is held together by the valving which goes across it to engage and control engine functions/ as the: cycles of filling the cylinder/ igniting the cylinder and evacuating the pressures of the cylinder have been achieved; and are restarting the cycle once again. Either by the next full revolution or as the potential of repeating cycles per cylinder per revolution are used. This creates an inner area between the rotor vertical sidewalls that accounts for a pressure buildup of “new air”, as is used for mixing fuels. Which is then funneled into the cylinders when the valving opens per cylinder.
229. All other design elements are obvious, with the descriptions above.
THE ASSEMBLING OF PARTS #6 C
230. in the half valving assemblies, particularly intended but not limited to: for “perpendicular piston to rotor output shaft arrangements (cylinders: like spokes of a wheel)”; using a half valving system. The twin rotor sidewalls are assembled with an exhausting combustion gas turbine on one side for power reclamation. While the other side of the rotor wheel is used to create the incoming air supply for mixing with fuel and completing the ignition cycle. This requires a two-section port or gate valve/ with appropriate combustion and intake valving solutions for each side of the rotor; splitting it; with a labyrinth seal rotating “top down” for the middle; so, to speak. While retaining a central enclosure 1st valve staging: to sustain ignition of the fuel across the entire opening for the 1st valve containment of ignition. The difference in this function is a labyrinth seal will be incorporated in the middle of the rotor wheel to divide the other functions of intake/ one side; exhaust the other side. Thereby valving is working to retain appropriate pressures from, or for: each cylinder. Whether exhausting gases for power/ or pressurizing air, within the rotor central enclosure; as is used, for intake air purposes. The rotor vertical sidewall is then open on one side of the rotor for an air inlet/ and duct work enclosed on the other side of the rotor for directing combustion gas throughout the entire turbine input surface/ as is the purposes of more uniform forces; balancing pressures. This version of the machine is likely more conducive to bolt on propellers or duct ed fans; or other versions of powered engine use, that requires air in one side/ exhaust out the other side. All other design elements are constant as described.
THE ASSEMBLING OF PARTS # 6 D
231. in the sidewall rotor wheel valving with parallel cylinder/ to rotor output shaft placements. Intake Air is entrained within the rotor wheel, for combustion purposes ; by central combined turbines; as previously described. OR, this is created by outside intake air, being pressurized; through “electric motor driven fans or similar”. If so: then, the top surface of the rotor contains a 4th combining valve inlet on the rotor top. That is then dedicated to “filling the cylinder/ by pressurizing the path: as is opened by a sidewall, common 3rd valving stage, revolution, of wheel positioning. All other, valving remains constant; closed for ignition/ open for combustion release/ open for air intake fuel mix. This 4th valve however requires a secondary U shape plate for enclosing the rotor. Thereby holding sufficient air to pressurize a cylinder(s) as needed. The rotor top within that U containment area; supports suitable fan vanes for moving air into the cylinders when the 3rd valving stage; of the rotor opens. This is now a sculptured rotor, or with bolt on devices for air movement included. Which can include openings to create an inside the rotor; pressure tank; which then aids in filling the cylinders. The rotor is functionally closed; no central opening for either side. Additional Passages for air intake to fill the cylinder/ and cross-over combustion gas duct work to release that combustion gases into the exhaust turbines located on both sides; are fundamental to this design. All other design elements are constant as described.
THE ASSEMBLING OF PARTS # 6 E
232. in the alternate design of stacking the machines. Creating two #6 C) machines opposite of each other. Which then places two independent turbines; face to face/ as is a compression of parts. The rotor wheel design of 6 C is used; to create two independent machines: united to provide a combined output function; as if on one drive shaft. With “clutching each machine, by that drive shaft”: so, one can be used independently or as one machine on & as one machine off. Which does include independent cylinders clutching as well. Methods for incorporating these same basic machine engine arrangements; in different ways, exist with gearing; such as, each independent machine is placed at angle to each other. with other machine designs, rearranged to use as with # 6 A, B, C, D, E, OR F; design parameters of this work.
THE ASSEMBLING OF PARTS #6 F
233. IN the compressed design, the machine is built with cylinders parallel to the rotor output shaft/ parallel and consequent to the output shaft, which drives the exhaust turbine (opposite side) of the machine itself. This fundamentally looks like “an expanded 6 shooter gun ammunition revolver”. Or more simply: each hole for a bullet is replaced with a piston cylinder combination; while the central hole is where the turbines and output shaft exist. A wobble plate as is common to hydraulic motors and automobile air conditioner compressors; and other devices. Is used to function the pistons in and out of position. Hydraulic motors use altered displacement cylinders; as is the intent here. On guides and bearings/ rods and other means of presenting and taking motion from the piston; as are suited to that purpose. Such as changing the linkage position on the rocker arm which controls the piston to its wobble drive. which allows cylinder and its piston to shape the travel and distance; in or out.; this change is most likely initiated with electric motors. While other methods of “crankshaft use” are available. For condensing purposes; a wobble drive seems best. The wobble drive is functioned off the output shaft; gearing decided by design. In this arrangement the rotor wheel has two sets of sidewall valving: one for compression of each piston in its revolution. Another to feed input air in from the top of the rotor into the piston/ cylinder, and another to release the combustion gases, through the sidewall. On the outside diameter of the rotor sidewall: 2nd stage valving for combustion gas release will be placed on one side: dividing the machine into two halves; ignition on one side and exhaust the other: rotor and valving will exist in the middle. Top outer surface of valving rotor will be for the input of air. The compression 1st valve will remain as if it were working within a limited speed control, rotational dimensions. The upper region of the rotor will house cross flow duct work to direct input air into the cylinders. Exhausting will flow to the opposite side/ and will contain directional vanes to accomplish that purpose as best we can; into the turbine by going through the rotor valving. Ultimately, this is a 2, cycle machine; for faster flow. Which means all power is collected through the turbine. To compensate for limited RPM available in wobble drives. 2 cycle as described herein; also unloads some of the compression making it more efficient for this design. While speed of RPM remains relatively constant/ cylinder displacement can be changed or varied by “lever linkage and pivot point adjustment”; to throttle the power being used. While the exhaust turbine can be designed within the cylinders with turn back flow to make it smaller/ or even a scavenging fan blade to suck the exhaust flow down; fluid cooling is required, and would require a coolant flow distribution which starts next to the turbine and flows out to be collected at the opposite side and end for the most uniform cooling possible. if the turbine is placed between the cylinders; the wobble drive is then placed opposite, with levers and linkage accordingly to each piston; along with lubrication changes.
THE ASSEMBLING OF PARTS #6 G
234. In an alternate version of this assembly: we can mount cylinders directly across from each other: with a rotor shaft perpendicular to the cylinders. To use revolving rotor valves as otherwise described. This design; however, uses a stepped placement system of rotors and valving: which functionally divides the port valve in: “half or thirds”. This then uses a stepped compression 1st stage valve; same for all cylinder containment of ignition. The piston being stepped as well to sustain compression: the rings strictly around the whole piston/ while the forward portion is limited to tolerances.
While the compression release 2nd stage valve remains on the large rotor/ and we place the inlet 3rd valving on “one or two”: second step, small rotors; being separate from the first large rotor. This can be turned around for inlet on top/ instead of exhaust. However; Same cylinder for both/ different port U-STYLE, central valve and dimensions accordingly. In this unit: the small rotors provide for outside air sourcing to each cylinder; with an inlet turbine for air sourcing; on both sides if using two small rotors. In this design the central large rotor is used to accumulate combustion pressures and reroute them to an exhaust turbine completely outside the machine unit itself; this is now a second source of power from the first primary engine. Combustion gases are piped along, or in between or away from the cylinder paths; as needed. In the one small rotor; used in combination with the large rotor: to gain an increased torque size in the exhaust turbine. As is now perpendicular to the cylinders being discharged of its pressure. Parallel with the output shaft or combined with it as power is being added to unit totals.
THE ASSEMBLING OF PARTS # 8
235. the primary output shaft being used as the base element of structured motion, for these rotors, and the machine: can be used for cooling of the same. The shaft being a pipe: is fitted with an inlet fluid flow on one side: redirected out into an appropriate “wet jacket” where needed/ and goes back into the piping on the other side where it then exits the machine through the end of the output shaft (accommodations are made for work) to a waiting sump as required to recirculate the fluids needed. We then have a primary shaft machined for the purpose, with bolt on rotor sidewalls and appropriate jackets, with plumbing, as needed. The primary output shaft can be extended through the machinery gearing box to reach the other side; without chancing the contamination of that gearing with antifreeze. Or fluids can be injected/ removed; in a primary output shaft “commutator type fitting”; if necessary. Structural tubing can also be used for cooling of the outside machinery.
THE ASSEMBLING OF PARTS # common connecting rods
236. the structural aligning of cylinders with crankshafts that are NOT attached to the machine itself as a unit; are discarded of all connecting rods and such: as are needed to offset the crank. If set apart: “common piston connecting rods and pistons” can be used to function the piston motions inside the cylinder. These elements are then enclosed separately for oiling as is common to the purpose.
But the valve functions and secondary power reclamation described here; as a unit machine remains the same. It’s just a different connecting rod and crank; already well known for the last “hundred+ years”.
THE ASSEMBLY OF LABYRINTH SEALS
237. These come “face to face” as in sidewall applications/ or ‘top down” as in circular motion seals/ or sealing stationary objects; as in this moves only up and down/ or stays at rest. The critical conception well known is: limiting barriers that in moving situations do not touch each other. They add “hard to navigate flow interference” so that gas pressures can be contained. Design conceptually is: as if using piston compression rings to create the impedance. Separated as needed one bigger/ one smaller/ one bigger/ one smaller and so on; as positioning requires alternating surface attachments. Placed within turbines: the central section in combination turbines is then confiscated to create a barrier to flow. While the upper section “top of vanes” can be encircled “face to face seals”; to create an impedance between “stationary and moving vanes”. Sliding one turbine vane-plate in after the other assumes a sectioned housing for the stationary; bolt in place here; alternate.
THE EXPERIMENTAL VERSION: #7) twin rotor wheel machine
238. in this assembly of parts: design elements remove the crankshaft and all its components. Placing two cylinders within each other: one the outer portion cylinder and one the central cylinder portion each having its own independent piston. The outer portion piston is “donut-shaped”. All structural components at each end of the cylinder, or as needed. This then has two rotor wheel revolving: valving structures at each end: only one cylinder is discussed for simplicity; although several can be used. In this design: the rotor valving loads, ignites, and unloads each of the integral piston cylinders; same as the rest/ no different. HOWEVER, the port valve is different divided into 3 sections. Middle for the internal piston center/ outside port valve is for exhaust/ and inner port valve is for inlet of air into the outer cylinder donut (circle in a circle) piston. These pistons are configured with common compression ring seals; and are built to slide back and forth within its respective cylinder placement. So, what we have is a pipe cylinder: with another smaller pipe inside of it; with independent pistons in both. This is a 2-cycle machine; but unlike current it does not mix oil with fuel. However very specific timing and placement of valves is critical.
239. This is now functioned: by igniting an explosive fuel air mixture in one piston enclosure. Which through end of the cylinder porting; uses a small portion of the combusting gases to compress the inlet air; in the opposite gliding piston cylinder. The rest of combustion products go to the turbines which represent rotational power being generated. When the opposite direction piston has properly compressed the fuel air mixture, it ignites; and the direction of the pistons in both cylinders change. Now the previous compressing of the opposite piston: is now being the compressor for the first piston that fired; and this cycles as is allowed by rotation of the valving to change. The speed of piston movement can be measured by several known methods; such as magnetic impulse; which gives information to the computer which controls ignition and fuel sizing for speed control. The inner piston which can be gauged accordingly/ can also be referenced by pressure readings from either end/ or velocity readings, tapped/ piped out to pin hole ports, would be more reliable. Methods for air inlet remain as the most likely: turbine combination; inlet and exhaust on a parallel shaft with the cylinders. Lubricating the pistons is the biggest problem; but material selection/ and potentially loading the piston with lubricant; at each end is possible with alignments in between the compression rings on both ends of the piston; in place. That requires oiling ports in and ports out; which are closed when not being used. That requires lubricant containment areas (expanded piping) at the end of each piston slide in the middle cylinder; so that lubricant can enter on one end and escape on the other. Structural members for that inner cylinder present the means to deliver. “Pressure rising bumpers at the ends (such as a small piston [rod] extending out of the larger piston, OR a rod cut into the gliding piston end: which has a surrounding cut to allow the corresponding small cylinder to enter the piston itself; at each end point; comes to mind)” to stop an over accelerated piston; would be useful. The bumper piston which may include a “funnel entry, to the bumper oiling port, within its cylinder”; uses pressure captured within the bumper cylinder; to slow the glide piston down. Lubricating the central piston could easily be facilitated through this bumper cylinder (it stops); but requires corresponding parts. Such as an injection point or prod/ sealing as with hydraulic valves, commonly used for hydraulic cylinders: rod goes back and forth through the piston. Momentum shifts the position. The piston itself contains an oil sump and splash methods for spreading oil; that are run by bleeding off pressure through the piston “both directions”; when in operation. Numerous smaller bumpers, as in those surrounding the circle donut piston. or whatever it takes. An outside compressor injecting air and fuel into the appropriate piston area; should start the engine moving/ appropriate order should follow. Or, if need be, starter motors and get the valve rotors moving; and critical timing; can then inject outside air where needed in one or more cylinders; to create the appropriate order; in firing sequence movements.
240. The machine output shaft is through the center on both sides; by suitable means; to gear boxes. The alternate for that is to use the rotors as “belt transfer” pulleys/ tools; as lubrication would be a problem for anything else.
241. The ignitions sequence is accomplished by two twin rotors supporting the same three elemental style valves; these are 1st stage compression/ ignition; 2nd stage expulsion of combustion gases/ and 3rd stage refill with air/ fuel mix for ignition. Revolving to open and close in sequence. Same as in all the other versions; but adapted to this purpose. Which requires that the port or gate valve will be divided into half for outgoing gases/ and half for incoming air. Static/ startup operation begins with an air charge from the compression tank to supply enough air; and may flood both sides to start based upon piston placements. In this design of two cylinders and two pistons using the same, but divided space. The donut shaped glide piston in the outer cylinder; and the glide piston in the center cylinder. Are used in combination with each other. The explosion in one/ pushes back the piston in the other/ and vise-versa. The explosion produces combustion gases which push the piston to one end: pushing out the pressures on that side. While nearing the end of that directional push; the 3rd valve is opened to push air into the cylinder/ pushing out combustion gases to refill with combustion air and fuel. This allows for and uses a bleed off pipe. To test the air now filling the cylinder: for oxygen content, and pressure movements: fuel is injected at the moment it is needed. THEN the second cylinder being either the outer or center cylinder ignites to compress the air inside the first cylinder which measures the location of the piston by pressure or velocity readings or other; to fire the fuel thereby pushing the piston back; when it enters the correct area for ignition; which pushes out the combustion gases 2nd valve open by pushing compression air through the 3rd valve in. same for both sides. Because these are computer controls; initiating the correct ignition response to positioning/ filling of fuel/ air mix for the respective piston should be attainable. The rotor valving/ or cylinder ends; must then contain the necessary duct work to direct a portion of the combustion products into the other cylinder. Separate cylinders outside each other can work; but the duct work seems more cumbersome. Ducting in outside air/ ducting exhaust out; muffling; is required. But this arrangement removes considerable expense; compresses the machine and while the basic layout of the machine is intended to be on a movable slab. this extends out in both directions as needed; to move the turbines; to move the rotors, or to move the cylinders; for maintenance or replacement of parts; while keeping everything in line. The largest problem is likely to be oiling; which means the “more than one” bumper zones in a donut shaped piston require disciplined alignments which are not likely to occur. Consequently, two cylinders of the same size; side by side; will function to do the same thing; with deviations in how to duct them together. Which can be accomplished with valving between the cylinders side end/ rather than at the pipe end of cylinders. A rotating valve in this area may work well. As well as gate computer-controlled end valves: to control speed and power restraints; by limiting or opening the gate to greater or lesser flows. Rotors can be mechanically aligned/ or it is likely electric motor and computer-controlled timing could be more beneficial. Lasers in the piping cylinder can identify exact positioning and speed. Or, this is a new way; and as such requires new details to implement it; with known processes and developments. While it is possible to use a valving duct method between the ends of these systems; removing two turbines so that the middle can be the transfer point needed to push the opposing piston in the opposite direction. That reality left to you; however, it may be; that an ignition point, which focuses on the middle between the pistons thereby pushing them both is possible/ with ending rotor valving pushing them back. Questions exist? I surrender to the idea; this is enough, to establish invention (the construction of ideas not yet fully realized).
242. While ducting within the rotor wheel valving is probable in the above version of this machine. The reality in very large industrial versions is slightly different.
THE EXPERIMENTAL: THE CHOICE IS: MACHINE GUN INDUSTRIAL VERSION.
243. Electrical generation requires significant horsepower/ uses constant speed/ and stops only when necessary. So, we use the process above of a crank less engine; to form the following. This is basically a 6-cylinder engine although variations of that are simple to conceive of. Individual turbines are available/ however if not. There are three “train size tubes used as cylinders”; equally sequenced on each side of a central one-hundred-foot diameter “water wheel type power solution”. With a “revolving machine gun ignition instead of the rotor wheel valving (think Gatling gun, to start)”. The ammunition cylinder of a 6-shooter revolver; is sufficient to start the conception; on each tank cylinder. In alignment (let’s call it a bullet, without the projectile) fires into the tube; pushing the rolling piston “on rails” within the tank cylinder A; to the opposite side; by repeated ignition events. After a distance traveled of about 85% the tank cylinder A opens a gate valve on the outer side of the machine cylinder to charge a second cylinder; bleeding off a portion of the compressed air/ gases from cylinder A into the next cylinder B. cylinder B is parallel to cylinder A and the bleed off goes over the top of the spinning power solution. To move the rolling piston back for the next ignition; in cylinder B. This bleed off valve can be either a revolving “ with the power solution; with seals. Which opens a duct work from one cylinder to the next. Or a separate ball type/ or functioning valving; either operated by pneumatic or other: with a separate sliding gate compression valve. OR, the valving initially bleeds off some compression/ and then closes off that cylinder for primary compression; in a single solution.
244. So that the piston then returns for the next cyclic process to begin: either by gravity or bleeding off the necessary force from an alternate cylinder in process. Gravity can be accomplished by “a roller coaster effect/ or individual camshaft & cam cage effect”; INDIVIDUAL hydraulic cylinders or a combination as desired. Both use guides and structures as are common solutions to a movement. Which moves the entire cylinder up and down as the sequence demands. While on the opposite end; once the machine gun ignition fires and compression fades/ a new “revolving cylinder hole”, aligns and fires again to move the rolling piston farther down the tank cylinder; dependent upon power needs; this can be repeated. A revolving cylinder allows for cooling. The option: A stationary ignition does not without fluid means. As the rolling piston proceeds through the tank cylinder, it will lose energy; allowing for pressurized air to be injected through a revolving cylinder “machine gun solution”, for the next ignition. Every other “revolving bullet hole cylinder”; is opened strictly for air insertion (as need arises). The rolling piston pushes high velocity air into the turbine, power solution/ is then pushed back with low velocity air or gravity/ is reignited and the cycle begins again as it pushes back compression into the power solution turbine. While opposite to that tank cylinder in ignition is the same reality being ignited to balance the turbine forces; so, they push together from opposite sides. Or independently. While the exhausting gases; let go by the power solution/ turbine; are recycled by using in secondary turbines to compress air for combustion. Within the tank cylinder; Suitable stops along with redirection of compressed air/ or lowering by pivot; is used to enforce the piston shall not go farther than this.
245. While secondary turbines can generate compressed air with a combination turbine or other. It may be more effective to create an air baffle (high volume/ low pressures). For this purpose; a crane winch is used to lift a center section of “ a circular tent like device”; creating a suction in that lower chamber with suitable valving/ while creating pressure in the upper chamber used for ignition. then the crane winch is released to lower the center section and gravity will reverse the process; to enforce air compression in the lower section for use in ignition. One or more; inflatable piston seals; with a wear surface should be enough to prevent excessive pressure loss; to the piston. Along with 4 wheels or more on the rolling piston, with flow inhibitors; because pressures will push on all end surfaces. Railroad style wheels, with a groove cut into the cylinder will guide it: electricity can be directed into the piston along those guides or wheels; for changing pressure elements impacting piston relocation. A weighted piston has more force than a light piston; a design implement; along with. If you need more aggressive input of combustion air: a suitable sized piston and cylinder: used for air injection would be useful. Actual wheeled piston timed, LINEAR back and forth movements; will allow it. There are three or more tank cylinders per side of this unit machine; because trying to stop a large weighted object before it hits an ending point (end of the cylinder) requires that the piston in A will be pushed two-thirds or so down the tube/ and then a valve will open and the next cylinder B will ignite and move to create a cushion of air to stop the piston moving in A; before opening the valve in B to create its own push on the turbine. Air from B into A will be used for stopping that piston/ and pushing it back to compress air for another ignition. With a closed valve in cylinder A from the turbine. The valve in B opens, once compression is sufficient in A; the process repeats in cylinder C so that push against the turbine is constant.
246. THE CHOICE IS: What is critical is “POTENTIALLY”: incorporating a relief valve (such as one or more exhaust style valves) In the rolling piston which then opens as needed: to reset the piston, back to the other side. This occurs after the initial push back of combustion gases from the alternate cylinder/ and before the movement of the piston; is needed to compress air for ignition. Or about half the distance to be traveled “air” should go through the piston. Methods of wireless communication should make that possible/ or incorporating timing from movement recognized within the piston is also possible. While this is not ideal; more power will be delivered to the turbine than is used.
THE GRAVITY MACHINE:
247. THE CHOICE IS: THE ALTERNATE to that is: IF WE CREATE A PIVOT POINT and can use hydraulics or other to tilt the cylinders up and down; we can entrain air using gravity to either tilt up, to enforce the push of compression to move the turbine or we can tilt it down to use gravity to return the piston to the ignition point for another run; thereby using far less energy in motion by letting gravity be our friend. This takes an even longer tube/ while the pivot point is likely to be used as a short ramp; holding tube in place. {while the piston is running back and forth, the weight in the tube changes (light pistons are best); so hydraulics will move the actual pivot point back and forth a shorter distance than lifting the entire tube; you simply move the pivot point. But that requires tube points of engagement with the turbine to be “mobile” to a limited degree. The ignition of fuel, could occur on each side with valving or in fact this method does not require ignition as gravity does the work except for moving pivot points. A lighter weight on top of the tube can also be moved to aid the effort of gravitational changes. Ignition particularly at the point of beginning motion is useful to gain momentum. This would include a catch frame; (sufficient sizing; with shock absorbing cylinders to stop a piston in motion); with machine gun ignition and its own working valve to close the line. This would be at the end of the line, and occupy enough space to let the shock absorption work; flexible membrane is here. By, Using two inclined ramps to move the pivot point/ re-tilt the tube; on the bottom of the tube working together is a much more controlled and effective means of doing so. Guide rails and so forth. What is critical becomes how effectively you can stop the piston from traveling; if needed. As occasionally things break, and objects in motion can go out of control. A series of these could in fact produce significant energy. Inline tubing with turbines in the middle of the line; would eliminate one turbine as: when one side is moving back/ the other side is moving forward. Which then keeps the turbine working. Attaching the turbine to the pipe eliminates a flexible joint; but large volume air is generally not high pressure air. Suitable materials are available. This is basically a wind turbine, with controlled wind created by gravity; to produce a constant source, velocity that never stops.
THE GRAVITY ALTERNATIVE;
248. THE CHOICE IS: THE ALTERNATE TO THAT IS: TILTING A WEIGHT BACK AND FORTH TO PULL ONE OR MORE CABLES, WITH PULLEYS; OR OTHER DEVICES; WHICH SIMPLY TURNS THE GENERATOR, BY SUCH A SIMPLE MEANS (or other) AS A COUPLE OF TIGHT WRAPS ON A SHAFT. While that reverses the shaft direction with a shift change; this could be overcome with a reversing transmission; if desired. THIS COULD BE AIDED; by creating a piston and cylinder effect to be joined for an explosive event; to produce an initial momentum at the start of each cycle. If you tie the generators mechanically together; two systems together, with one being at the end of the line while the other is in the middle creates a constant rpm/ but with half the horsepower. If on the other hand you create a series of these working in unison: both rpm and horsepower will be constant; at the generator(s). The optional “cam in a cage”; either motor driven or hydraulically enabled; is another method.
GRAVITY ENERGY
249. THE CHOICE IS weight transfer/ energy created: can then be used to lift or lower/ or move the pivot ramps, as needed; AS IS CONSISTENT WITH; “hook the two lifts together/ so that the weight of one higher will push the weight being lifted by the other of the other up reducing the use of alternate energy. Which can be aided by such things as a nitrogen gas compressed by weight, through a hydraulic cylinder; which then pushes back up when less weight is present, by movement. Whether you pull on the pivot point carriers or the rails (methods used to move the weight) thereby changing the pivot points; the reality of it is nearly the same. U- shaped ramp/ or two straight ramps; wheels, ball bearing slides or other: pumping the jack to raise the weight instead. Are all, simply choices to be made. Included is in long rail platforms: the construction of “cable bridge designs”; each standing on the pivot points / or the creation of water bridging: floating the rail platform so that water transfer from one pivot tub to the other pivot tub is raising or lowering the weight and incline. With a suitable brake: the process can be halted, when the energy is not needed; or used to create the storage of energy; as would be lifting/ or pulling a weight up a steep incline: that would then be allowed to lower by generating electricity. With common winching methods. Pulling a pendulum weight and blocking it to achieve whatever form of “jacking motion desired (such as pumping water)”/ thereby shifting the pivot; may prove useful. Or more simply; those by the ocean, could take advantage of “high tide versus low tide” and let the earth create a tilt. another method of storing or creating electrical energy with weight transfer. As would be suited: to creating energy for cooking purposes in remote areas. Animals or people can “tug the rope”, to drive the winch. If you give them “electric cooking surfaces”. Ending forest destruction for firewood.
/James Frank Osterbur/
THESE ARE THEN THE DESIGN ELEMENTS, THOUGHTS, PROCESSES, AND CONSTRUCTIONS OF AN ORIGINATING INVENTION; AS IT BECOMES APPARENT AND WORTHY OF MANUFACTURE. AS THE EXPANSION OF THAT IDEA GROWS INTO A WORKING DEFINITION; OF CHOICES. TO INDICATE: WHAT CAN BE DONE, WITH WHAT IS NEW AND ORIGINAL. SOLE: AUTHOR AND INVENTOR BEING: JAMES FRANK OSTERBUR.
THE CLAIMS: OES ENGINE
1. CLAIM: AN INTERNAL COMBUSTION ENGINE; USING INDEPENDENT CRANKSHAFTS WITH GEARING; TO FORM A UNIT SINGULAR OUTPUT OF REVOLVING ENERGY: EACH CRANKSHAFT IS THEN DETACHABLE, WITH common forms of CLUTCHING FOR ISOLATION FROM; FOR EFFICIENCY/ OR COMBINING WITH, FOR POWER; AS NEEDED BY THE MACHINE.
2. A device according to claim 1, Restarting the cylinder can involve clutching up to speed or common independent starter motors, or power drives: to get the piston up to speed, and in line with valving.
3. A device according to claim 1, Cylinders used can be one or more; can be located perpendicular or parallel or in combination of angles as needed; with valving created to accommodate this need.
4. A device according to claim 1, Cylinders can be mounted to the machine itself, or structurally mounted to the floor or whatever is stable enough to accept the load.
5. A device according to claim 1, Pistons can be operated by “common hydraulic motor: wobble plate”; allowing a change in linkage pivot points to alter “cylinder volume” as a means of efficiency by needs; being regulated.
6. CLAIM: A GATE VALVE WHICH STOPS THE FLOW OF PRESSURES FURTHER ENDS THE LOSS OF ENERGY UNTIL NEEDED: LOCATED BETWEEN THE CYLINDER AND ITS VALVING; OPERATING BY ROTATING OR SLIDING THE GATE CLOSED OR OPEN.
7. A device according to claim 6, Operated by common methods: this valve can be made with a structural member to distribute and atomize fuel.
8. A device according to claim 6, This valve can create the function of half being dedicated to input of air/ fuel and the other half for exhaust purposes.
9. A device according to claim 6, This valve can be operated in “thirds”/ with stepped levels of engagement.
10. CLAIM: AN INTERNAL COMBUSTION ENGINE: WHICH USES A REVOLVING VALVING SYSTEM UPON A ROTATING SHAFT LOCKED TO the output ROTOR DRIVE: OR, with gearing or by alternate independent drive methods.
11. A device according to claim 10, TO DIVIDE THE FUNCTIONS OF COMBUSTION CONTAINMENT/ COMPRESSION EXHAUST AND DIRECTIONAL FLOW/ AND REFILLING WITH AIR TO RESTART THE PROCESS; internal passages are required; critical containment means sized as needed.
12. A device according to claim10, Either, as a 2-cycle machine with power distributed to the turbine first; or a 4-cycle machine, with power distributed to the crankshaft first; using the same basic parts; with different sequencing.
13. A device according to claim 10, The rotating wheel which contains the valving is developed by choice: “flow goes through the outer circumference/ through the sides/ or as a combination of both”.
14. A device according to claim 10, A device according to claim 3, that allows for naturally aspirated inlet air, by using a ring collar valve/ common engine valving in a lower cylinder ring/ operated by methods which include common cam, lever, or other actuated methods of changing the positions of the valving to allow for timed introduction of air flow.
15. CLAIM: A COMBINATION TURBINE: WHICH TAKES POWER FROM THE EXHAUST INTO THE OUTER DIAMETER OF THE TURBINE: AND RETURNS THAT POWER BY COMPRESSING AIR THROUGH THE MIDDLE OF THE TURBINE: FOR AIR FLOW TO IGNITION; by using labyrinth vanes.
16. A device according to claim 15, While this can be turned around; greater power will be realized in the outer flow and RPM of the turbine; can easily be adjusted by common gearing of the turbine itself off the output shaft or aided by independent of the machine itself as may be needed.
17. A device according to claim 15, USING ROTATING LABYRINTH SEALS; TO DO SO; AS NEEDED IN ALL PRESSURE RELATED AREAS AND PURPOSES, Interspaced barriers on alternating surfaces; spaced as needed, for flow control.
18. CLAIM: A FUELING PISTON: WHICH INCORPORATES A SMALL PISTON, CRANK (OR OTHER for functions), AND CYLINDER ; WITH APPROPRIATE common PORTS OR VAVLING TO FILL WITH IGNITABLE FUEL; So the piston or its pneumatic response; CAN then PUSH THAT FUEL INTO THE LARGE CYLINDER, AND FACILITATE A MORE COMPLETE IGNITION.
19. A device according to claim 18, By igniting a “flame thrower”/ gun cannon detail inside the fueling piston; which then at position: ignites the fuel escaping; with greater intensity, for greater effect; into the main cylinder/ main fuel air mix; itself; particularly suited to coal dust.
20. CLAIM: AN INTERNAL COMBUSTION ENGINE WHICH WORKS AS A 2 CYCLE OR 4 CYCLE: WITH ROTATING VALVING: which is the basic change from common 4-cycle/ into – cycle.
21. A device according to claim 20, Changing the moment of ignition: THEREBY CAPTURING THE POWER SURGE OF fuel IGNITION; at open cylinder: first, to be pushed out with the piston into the turbine; as its primary source of output rotating energy; for 2-cycle.
22. A device according to claim 20, In 2- cycle; A PULSE jet engine.
23. A device according to claim 20, Constructing the power surge of fuel ignition, at high compression; into the crankshaft first; is 4-cycle.
24. CLAIM: Experimental: METHODS For creating: A NON-CRANKSHAFT COMBUSTION ENGINE; BY REMOVING THE CONNECTING ROD FROM THE “SELF OILING PISTON”: while USING A PERCENTAGE, BLEED OFF OF COMPRESSION FROM ANOTHER CYLINDER TO FORCE THE PISTON BACK.
25. A device according to claim 24, This method uses twin rotor valving to sustain a constant source of power.
26. CLAIM: METHODS FOR creating: A NON-CRANKSHAFT COMBUSTION ENGINE; WHICH USES GRAVITY TO ENFORCE MOVING THE ROLLING PISTON, BACK to restart the cycle: The cylinder is tilted: by common methods, to achieve: up, level, or down.
27. A device according to claim 26, An inflatable compression ring is used to provide pressure containment; by elevating a sectioned ring of suitable materials to fill the gap.
28. A device according to claim 26, A suitable electrical transfer method is used to identify position, and create the movement of valving, within the piston; to aid in the cycle shift of piston reset.
29. CLAIM: MACHINE GUN FIRING OF IGNITION IN LONG CYLINDER FUNCTIONS; FOR CONTINUING THE PRESSURE FLOW of COMPRESSION into the TURBINE: by continued FORCE on the rolling piston creating AIR OR GASES, to do the work of moving the; pressure contained, into the rotating power solution; positioned as needed.
30. A device according to claim 29, Used to facilitate continued pressures in long cylinder machines.
31. A device according to claim 29,To inject air as well as enabling ignition; along with fuel mixing; to sequence continued force pulses; sustaining pressures.
32. CLAIM: GRAVITY FED CONSERVATION OF MOTION BY USING A “TEETER TOTER” METHOD OF PIVOTING THE MACHINE TO CHANGE DIRECTION OF THE ROLLING PISTON. AND TURN THE GENERATOR OR OTHER.
33. A device according to claim 32, This is a rolling piston/ cylinder machine using compression to turn its turbine or other power solution; to achieve rotating output, by gravity being aided with a combustion solution; to initiate motion.
34. A device according to claim 32, To move the pivot points being used to levitate the rolling platform; thereby changing its incline by common methods.
35. A device according to claim 32, To design a bridge cabling system of structural support; as one version of how to do this with conservation of materials and weight.
36. A device according to claim 32, To create low tide versus high tide lifting; by float versus land.
37. CLAIM: GRAVITY FED RECOVERY OF ELECTRICAL ENERGY; BY PULLING WEIGHT UP AN INCLINE WITH AN ELECTRIC WINCH; WHICH THEN TURNS THE WINCH by gravity; AND ITS GENERATOR AS THE WEIGHT IS RELEASED TO GO BACK DOWNHILL.
38. A device according to claim 37, This is the storage of electricity; as extra capacity pulls the weight up/ and gravity generates electricity as needed, when it goes back down the incline or elevator shaft.
39. A device according to claim 37, The alternate of using a rolling weight in the environment/ rather than a piston in a cylinder, which becomes a constant definition of energy when created in a series so that one machine is always generating as the other resets by teeter totter methods to go the other way.
40. CLAIM: ANIMAL CREATION OF ELECTRICITY; BY PULLING THE WEIGHT UP THE INCLINE: SO, IT CAN BE USED by gravity: LATER TO GENERATE ELECTRICITY.
41. A device according to claim 40, This is a “remote village” discipline of order; Which allows for people to pull or animals to pull a weight up the incline created, is THEN STOPPED: So that electricity can be generated LATER; as it goes back down the hill.
/James Frank Osterbur/ Inventor/ owner
James Frank Osterbur
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