BACKGROUND OF INVENTION This invention relates generally to the field of internal combustion engines. It is well known that as the expansion ratio of an internal combustion engine is increased, more energy is extracted from the combustion gases and converted to kinetic energy and the thermodynamic efficiency of the engine increases. It is further understood that increasing air charge density increases both power and fuel economy due to further thermodynamic improvements. The objectives for an efficient engine are to provide a high- density charge, begin combustion at maximum density and then expand the gases as far as

SUMMARY OF THE INVENTION

In U.S. patent application no. 08/863,103 (now U.S. Patent 6,279,550) and in other patent applications now pending, including but not limited to U.S. application no. 10/385,588, alternate operating parameters of the Cold-Air-Induction Engine are many, but basic concepts and applications of the technology can be understood by the summary and description provided in the present specification. The specifications and drawings of U.S. application no. 08/863,103, filed May 23, 1997 (U.S. Patent No. 6,279,550) and of U.S. application no. 10/385,588, filed March 11, 2003, as well as the specification and drawings of U.S. application no. 60/602,419, filed August 18, 2004, are hereby incorporated herein in their entirety, by this reference. The Cold-Air-Induction Engine has application in both reciprocating and rotary engines, and the following reflects their details and operating methods.

BRIEF DRAWING DESCRIPTIONS

Figs. 1, 2, 2B. A two-stage air induction embodiment, referred to as version Model One, of the working cycle of the present invention is herein illustrated and specified for reciprocating engines of Figures 1, 2, and 2B.

Figs. 2A, 2D. A single air-charge induction embodiment of the present invention, referred to as version Model Two, is herein illustrated and specified for reciprocating engines of Fig. 2A and 2D. Figs.3, 5. Rotary engine embodiments of the present invention, referred to herein as versions Model Three and Model Four, are described for Epi trochoid Motion and straight rotary engines in Figs. 3 and 5.

Fig. 2B illustrates means of "chilling" thermodynamically, charge air for all engines described herein, as the charge is inducted into the cylinder/compression chamber and/or combustion chamber.

Figure 2D also illustrates means of chilling the entire charge air in traditional Otto cycle, Miller cycle, and Diesel Cycle and turbine engines.

DETAILED DESCRIPTION

These Designs and Methods are variants from traditional technology internal combustion engines by at least the following improved structural and operational features and arrangements:

Model One

Two-Stage Air Induction System

Operation of Reciprocating Engines, Figs. 1, 2 and 2B, Designs l(a) and l(b)

1. Operation of engine of Figs. 1, 2 and 2B: Design I (a) involves closing the intake valve 16B early, perhaps mid-stroke or earlier, in the air intake stroke, capturing a small air charge which makes initially a very low compression ratio engine. Design I (b) involves enlarging the volume of the combustion chamber which by the intake stroke of an engine also provides initially a low compression ratio engine.

In alternate embodiments of both I(a) and I(b), stroke and/or cylinder bore are concurrently increased to match charge expansion with charge weight. Also, in design l(b), intake valve 16B, Figs.l, 2, 2B, alternatively is closed early in a manner as described for design I(a). Adding Ancillary Charge

2. For engines of Figs. 1, 2, 2B, in Designs l(a), l(b), a second portion of air or air-fuel mixture, that is received highly compressed and cooled externally to the engine, is injected into the cylinder/combustion chamber by intake valve 16A on top of any initial charge remaining. The high pressure charge is injected by opening valve 16A, respectively, after the closure of intake valve 16B, which closure can alternatively be as late as at the beginning of compression stroke or process. Valve 16A is then closed during the compression stroke at a point that the proper weight of charge necessary for the desired engine performance has already been received and will be trapped in the cylinder 7. Intake valve 16A is alternatively closed at a point between 25% and 75% or more of the compression stroke or process and which point is alternatively, variable and varied according to engine power requirements, preferably controlled by engine control module ECM -27.

In Design l(b), the combustion chamber of reciprocating engines (Figs 1, 2, and 2B) is enlarged, perhaps up to double or greater in volume than normal, the ancillary charge injection can be a supercharge equal to as much as double or quadruple the weight of that possible in current engines, producing up to quadruple or greater power and torque of known technology engines. The engines are alternatively designed with various and variable compression chamber volumes and/or with engine stroke and/or bore increasing or remaining the same, according to the duty cycle and power required of the engine.

Alternatively, increasing engine stroke and/or bore to match the additional expansion of the denser and/or larger charge will drop the exhaust manifold temperature and pressure by converting more of the heat energy to kinetic energy. This feature applies to the engine of this invention using either normal volume or oversized combustion chambers.

The intake valve for the secondary air charge should be closed as late in the compression stroke or process as possible, while capturing in the cylinder or chamber the proper charge weight required to power the engine. This provides low compression temperatures and great turbulence in the combustion chamber to promote cleaner burning, low peak temperatures and low polluting emissions, as described herein.

The high pressure intake valve 16A, of engines of Figs. 1, 2, 2B, and 2D, are alternatively expansion valves lO'as shown and described for engines of Figs. 2B and 2D. 3. At the closure of the high-pressure intake valve 16A further compression begins with a cool "effective" compression ratio of perhaps 2:1 to 8:1, (or as little as 1:1) (depending on the type of ignition and the point of charge entrapment), as the piston 22 reaches top-dead-center.

4. At top dead center, or slightly before, the charge is ignited by spark or compression, expanding against the piston 22, producing super power and torque with an extended expansion ratio further providing improved efficiency and with ultra-low polluting emissions. Now scavenging stroke takes place completing one power cycle.

By staged compression and inter-cooling and after-cooling, a pre-mixed fuel- air charge can be spark ignited even with diesel fuel and will, because of having density and weight equal-to or greater-than normal engines, exceed their customary power and efficiency, and can be spark or compression ignited. The Engine and related cycle of the present inventioncan provide much improved power, torque and efficiency and low polluting emissions for all fuels.

As described herein, in engines having normal size combustion chambers, the power in this system can possibly be more than doubled. In engines with enlarged combustion chambers, power and torque may perhaps be multiplied by four or more.

Fig. 2D illustrates the compressed, cooled charge air, originating from air inlet port 8, through compressors 1 and 2 and intercoolers 10, 11 and 12 being expanded through expansion valve 10', into ancillary charge intake valve 16A of cylinder and combustion chamber 7. This combination of compressors 1, 2, intercoolers 10, 11, 12 and expansion valves 10' forms one exemplary embodiment of a compression-expansion "chilling" system providing a "chilled" and more powerful and denser charge and a cooler combustion process for the engine of Fig. 2A as well for traditional Otto, Miller, Diesel and turbine engines.

Figs. 2B, 2D, illustrate a system of inducting chilled charge air into engine cylinders and combustion chambers. In Figs. 2B and 2D, for example, air is received by inlet port 8 and compressors 1 and 2, cooled by respective coolers 10, 11 and 12, and conveyed to manifolds (not show in Figs. 2B, 2D, but depicted at positions B and C on conduits 113 and 114; 32 in Fig. 3), and to control by-pass valves R, R', to expansion valves 10', 10", to pressure drop distributors 11' and 11" through conduits 27', 27" to intake valves 16A (16 in Fig 2D), and into cylinder 7 combustion chamber. Expansion of the cooled, compressed air chills the air or air- fuel charge and increases charge density for greater power, and torque when ignited, and is used alternatively in all engine designs of Fig. 1 through Fig. 5. The amount of flow through the expansion valves 10', 10" is controlled by the by-pass valves R, R' as controlled by the ECM 27.

In any engine of this invention including Design l(a), l(b), II(a), II(b), IΙI(a), IΙI(b), IV(a) and IV(b), the air or air-fuel charge, being compressed and cooled externally, whether inducted in the intake process and captured during the compression stroke, or injected and then captured during the compression stroke, can be much denser than that of current engines with a low "effective" compression ratio.

The high density and low "effective" compression ratio are not directly related to the engine's piston stroke or cylinder bore. Therefore, the main interest in the distance the piston travels (the "stroke") and in the cylinder bore, is in regards to the expansion ratio.

In the reciprocating engine Figs. 1, 2, 2A, 2B and 2D, engine stroke and/or bore is alternatively increased significantly to further extend the expansion ratio, which is already greater than the "effective" compression ratio.

Model Two Single Stage Air Induction System

Reciprocating Engine IV, Fig. 2A and Fig. 2D, Designs IV (a) and IV (b)

In two alternate designs, Design IV (a) and Design IV (b) single or multiple intake valves open simultaneously to introduce a single charge for each power cycle of an internal combustion engine. The system of Design IV (a) has a normal size combustion chamber. System IV (b) has enlarged combustion chambers in relation to current engines/Both Designs alternatively, are utilized with extended stroke and/or bore, matched to the increased charge density and/or volume. Operation of Reciprocating Engines of Fig.2A and Fig. 2D

1. Operation of Design IV(a): During the intake (1st) stroke of the piston 22, compressed, cooled or chilled air coming from air inlet port 8, flows through air conduits 15 from the manifold 13 and 14, of Figs.2A and 2D (represented by positions B and C), and (from pressure-drop-distributors 1 l'-l 1" and expansion valves 10'-10" in Fig. 2D, if chilled) which air (depending on power requirements) has been received by port 8 and compressed to a high pressure by at least compressor 2 and/or compressor 1, cooled by intercoolers 10, 11 and 12, and passed through the intake valves 16a- 16f into the combustion chamber of cylinder 7. During the intake (1st) stroke of piston 22, the intake valves 16 are held open through at least a part of the intake stroke and passed piston bottom-dead-center, and through part of the compression (2nd) stroke for a significant distance, 25% to perhaps 75% or more of the piston 22 travel during the compression stroke, thus pumping some of the charge-air back into intake manifold 13 or 14, and the intake valves 16 then close, sealing cylinder 7 at a point to capture sufficient charge and to establish a low "effective" compression ratio in the cylinders of the engine. At the time of closure of intake valves 16, the density, temperature and pressure of the cylinder 7 contents will be approximately the same as that of the air charge in the intake manifolds 13 and 14. Alternate compressor pressures are from below 65 psig to 150 psig or even much greater. (This system is feasible and inducted charge pressures to and above 500 psig, with valve 16 closing late or even a few degrees before top-dead-center, or even at TDC).

The heavier the weight of the air charge and the denser the charge, the later the intake valve 16 can be closed to establish a low "effective" compression ratio and yet capture a charge weight to produce the needed power, and the less heat is developed during compression in the cylinder establishing a low "effective" compression ratio. In this 4- stroke engine the sole intake charge can be boosted in pressure by as much as 4-5, or even to 30 atmospheres or greater and if the engine's effective compression ratio is low enough, say 2:1 to 8:1, (or 1:1), even spark-ignited there would be no problem with detonation, even with diesel air fuel mix. The expansion ratio which depends on the charge volume and the stroke and/or bore of the engine would be very large, for spark ignition, or again much greater, for diesel operation. The stroke of engines of Design IV (a) and IV (b) are not directly related to the effective compression ratio, and therefore, the stroke and/or bore can alternatively be extended in order to increase the expansion ratio and to drop exhaust manifold heat and pressure. This will further increase thermal efficiency and will lower polluting emissions.

With proper strengthening and stiffening of the engine materials and structure the "footprint" of a powerful engine can be greatly reduced.

The "effective" compression ratio is established by the displace volume of the cylinder 7 remaining after the point has been reached by piston 22 in the compression stroke that intake valve 16 was/is closed, being divided by the volume of the combustion chamber. This point is alternatively varied and variable. The expansion ratio in all cases is greater than the "effective" compression ratio. The expansion ratio is established by dividing the total displaced volume of the cylinder by the volume of the combustion chamber. Since the charge is externally compressed and cooled, even though the combustion chamber of cylinder 7 is of normal size, (Design IV(a')'). the density and weight of the charge exploded in the engine can be double or even heavier than that in normal engines, for double or greater the power and torque of current technology engines. For the engine of Design IV(b) the weight of the charge can be double that of Design IV(a) for quadruple the power possible for conventional engines.

Fuel can be carbureted, or it can be injected in a throttle-body or the fuel can be injected into the inlet stream of air, injected before top-dead-center of the compression stroke or process, injected into a pre-combustion chamber, or injected through the intake valves 16, or it may be injected directly into the combustion chamber. Some fuel may be injected during the end of the compression process, some at top-dead-center and some during part of the expansion stroke.

Compression continues after closure of valves 16 and the air-fuel charge is ignited by spark or compression near piston top-dead-center and the gases expand against the piston 22 for the power stroke. Near bottom dead center in the reciprocating engines at the opportune time exhaust valve(s) 17 open and piston 22 rises in the scavenging (4th) stroke, efficiently scavenging the cylinder by positive displacement, after which the exhaust valve(s) 17 closes. This completes one power cycle of the 4-stroke engine. The intake valves 16a-16f to combustion chamber and cylinder 7 of Fig. 2A and Fig. 2D can alternatively be opened at piston, top- dead- center, the compressed air flowing from manifold 13 and 14, through open valves 16a-16f which valves remain open through the intake stroke or process, through bottom-dead-center, and until a pre-determined point in cylinder 7 is reached during the compression stroke that when valves 16a-16f are closed, cylinder 7 will have captured the proper weight of charge required to produce the power and torque demanded of the engine. In this case, cylinder 7 quickly fills during the intake stroke and at piston 22 bottom-dead- center turn-around, part of the charge will begin to be expelled from cylinder 7 with little change in pressure. Alternatively, this excess charge goes back through valves 16a-16f, into manifolds 13 and 14, or again alternatively, an ancillary outlet valve and appropriate conduit is used to direct any excess compressed charge to air intake of compressor 2 providing provisions are made to put adequate back-pressure on the exiting charge to prevent a drop in charge pressure. The latter charge reduction system could be utilized as another stage of compression. Closing time of valves 16a-16f is alternatively between 25% and 75% or more (even near or at top-dead- center if charge pressure is extremely high) of the piston 22 travel during the compression stroke. The time (point) of closing is alternatively variable and varied, preferably controlled by an engine control module (ECM) 27 as shown in Fig. 2.

An alternate point to open intake valves 16 to induct the charge into cylinder 7 is to determine a point during the intake stroke or perhaps even as late as piston 22 bottom- dead- center, or even at any point during the compression stroke, that will have allowed valves 16a-16f to have time to open, fill the cylinder and close at a desired point, in the compression stroke (closing at between 25% to 75% or more of compression stroke) that when 16a-16f has closed, cylinder 7 will have captured the weight of the dense charge predetermined to fulfill power requirements of the engine.

This opening and closing should also be late enough that valve 16a-16f will have remained open long enough to assure the charge is rapidly entering the cylinder, to have filled same and perhaps with some of it exiting, at closure of valves 16a-16f, in order to create and maintain tremendous turbulence in the cylinder and the combustion chamber. This feature rapidly produces better fuel-air mixing for cleaner burning. These features along with the low effective compression ratio for the already cooled charge further reduce NOx, formaldehyde and unburned hydrocarbon emissions. In this system, the charge weight is selectively, made very heavy for great power and torque. The time of opening and the time of closing of intake valves 16a- 16f, and the dwell time while open is alternatively, varied and variable and controlled by an engine control module as item 27 in Figs. 2 and 2B. The closing time of valves 16a- 16f is alternatively between 25%-75% or more of piston travel during the .compression stroke.

Another advantage of opening and closing intake valve 16a-16f as late as possible is that there will be less compressed charge to pump out. The timing of the opening of valves 16a- 16f should be calculated so that these valves would be opened as late as possible yet allow cylinder 7 charging, and allow the closing of intake valves 16a- 16f at just the right time during compression to create maximum turbulence in the combustion chamber, to retain adequate weight of charge required for engine power, and to establish the "effective" compression ratio desired. Valves 16a-16f are now closed, compression continues and at piston near top- dead-center, the charge is ignited and the power stroke occurs, followed by scavenging to complete one power cycle.

This system, Design IV(a) and Design IV(b), with both normal and oversized combustion chambers, as described, pertains to Fig. 2A and to Fig. 2D, both of which are alternatively fitted with normal air manifolds, air conduits and intake valves, or are fitted with a charge compression-expansion "chilling" system as described and illustrated for engine of Fig. 2D. The colder air or air-fuel charge increases charge density and power with lower polluting emissions.

Engine IV, Fig. 2A and Fig. 2D

2. Operation of Design IV (b): Operation of this design is very similar to that of Design IV (a) with one or more intake valves of an internal combustion engine opening simultaneously once each power cycle but with one significant important difference. In this design, as in Design I (b), the combustion chamber of cylinder 7 in the engines of Fig. 2A and Fig. 2D, is of larger volume (and alternatively, concurrently the piston stroke and/or cylinder bore is increased to provide for extra charge expansion). For example, an engine that has a compression ratio of 20:1 could have its combustion chamber enlarged to perhaps double in volume (or more), so that the compression ratio, if volume is doubled, would be 10:1, but even operated in the same manner as the engine of Design IV (a), (normal sized combustion chamber) the effective compression ratio could be as low as 2:1 to 8:1 (or even 1:1), more or less, with charge weight selectively, as much as or more than, four times that of current technology engines.

The operation is as specified for engine of Design IV (a) except that it would have much greater power and torque.

Operation: Cylinder 7, Figs.2 A and 2D, takes in a charge with intake valves 16a- 16f staying open until closing at such a time during the compression stroke, that the desired charge weight is captured, which charge could be twice the weight of that of engine Design IV(a). This can have a charge weight as much as twice that of a normal engine, or more, with same or greater charge density and with a similar low "effective" compression ratio as Design IV(a), thus producing double the power and torque of engine of Design IV(a), or quadruple or more than the power of current engines, while still producing low polluting emissions.

As described for the engine of Design IV(a), the intake valve should be opened during the intake stroke and then closed during the compression stroke, in a timely fashion to allow adequate charge reception and entrapment and yet closed late enough to thoroughly provide high turbulence in the combustion chamber. The point of closure of intake valve 16a- 16f is alternatively at a point between 25 and 75% or more of piston travel in the compression stroke. That point is alternatively variable and varied according to engine load and power required.

As in Designs I(a) and I(b), in Designs IV(a) and IV(b), Figs. 2A and 2D, exhaust gases are alternatively re-circulated by suction from turbine compressor 1 pulling exhaust gases through control valve 201 on conduit 204 which gases are cooled by cooler 202 and 202(b) as they flow from exhaust conduit 18. The re-circulated exhaust gases are filtered by filter shown atop compressor 1, which compressor simultaneously pulls in and filters atmospheric air. Control valve 201 of conduit 204 controls the amount of exhaust gases and percentages of air in the mixture, in response to signals from engine control module (ECM, Figs. 2, 2B and 2D). Alternatively, portions of exhausted gases are taken from exhaust conduits 18 of Fig. 2A, filtered and cooled and mixed with incoming air and inducted into engines of Figs. 2, 2A, 2B and 2D. In like manner, the percentages of each gas needed, being quantified and with optional variable valving supplying the needs of the engines and are alternatively all controlled by engine contact module (ECM-27 of Figs.2, 2B and 2D.

Epitrochoid and Trochoid Motion Rotary Engines

Operation of Rotary Engines of Fig. 3 (Model Three) Designs II (a) and II (b), and Fig. 5 (Model Four) Designs III (a) and IH (b)

Model Three

In the epitrochoid motion rotary engine of Figs. 3, Design II(a), with normal size combustion chambers, low pressure air is received by an air inlet port 3N (N-for normal) which has been significantly elongated in size, in order to begin pulling in less air and at a later than normal time as illustrated by 3E (E-for elongated). Charge air is inducted by a lobe 10 of rotor 2, rotating past inlet port 3N or 3E, then the following rotor lobe closes communication between inlet port 3E and compression chamber 5-C. The weight of air captured is much less than normally captured.

Model Four

For the trochoid-motion rotary engine of Model Four of Fig. 5, Design IΙI(a), also with a normal size combustion chamber, the expansion chamber 5E is larger than the compression chamber 5C, therefore, the initial air charge is light and selectively variable valvel4 on the compression chamber side alternatively also varies the volume of the initial charge.

Design l(b) in which reciprocating engines are fitted with an oversize combustion chamber, perhaps double the size of that of current engines or perhaps even larger, which produces a very low compression engine is also alternatively applied to the rotary engines of (Model Three) of Fig.3 which is described above as Design II(a) and with enlarged combustion chamber is designated as Design II(b).This feature, oversized combustion chamber, is alternatively applicable to other rotary engines such as trochoid-motion rotary engines as (Model Four) of Fig. 5, Design III(a ), which with the combustion chamber 5A enlarged becomes Design IΙI(b), operating with cold-air induction and rotating on a central axis. More Detailed Operation of Rotary Engines, (Model Three), Fig. 3 and (Model Four) Fig. 5

For rotary engine of Figs. 3 and 5, Design II(a), rotor 2 leading lobe 10 rotates past inlet port 3E and the light air charge is received and port 3E (or 3N), is then sealed from compression chamber 5-C by the following lobe. At any point deemed proper between the sealing of port 3E and sealing of combustion chamber 5A, or even at its sealing, (or seating) see Figs 4 and also Fig. 5, an ancillary high pressure, cooled air charge which has been prepared externally to the engine is injected by intake valves 9 or 9' or 9", 12A, 12B or 21. (The valve used is alternately an expansion valve 9', 9", 12A, 12B or 21, which chills the incoming charge by compression-expansion). The supercharging (supplement air) can be injected during the compression process early or late, but preferably late, prior to sealing of the combustion chamber. Alternatively, the supercharging air/air fuel can be injected directly into combustion chamber 5A or 5B of either rotary engine after chamber is sealed as illustrated in Fig. 4 and Fig.5, in this case the inlet conduit is item 11 with valve 9' (or combination spark plug-valve 12A or 12B, Fig. 5), the valve being either an expansion valve or normal inlet valve.

(Another alternate means of reducing or eliminating the initial air charge in the rotary engine Model Three of Fig. 3, Design II(a) or II(b), is thus: ancillary outlet valve 28 and conduit 28' of Fig 3, is selectively opened when desired or needed, (needed if fuel is mixed with the air), at the time air inlet port 3 N or 3E is closed by lobe 10 of rotor 2 from communicating with compression chamber 5-C. This allows the inducted air or fuel-air mixture to be expressed by a lobe of rotor 2 through outlet valve 28 and conduit 28'. This air or fuel air mix is not wasted as outlet valve 28 and conduit 28' conveys the expelled gases out of compression chamber 5-C and returns it into the air intake and filter of compressor 14 or alternatively to a positive displacement compressor(s) as item 16, Fig. 3).

This can alternatively be a first stage of compression with the outlet valve being alternatively variable in its valve orifice and in this operating mode with inlet port 8 being closed, supplying all of the air charge received by compressor 14, preferably controlled by an engine control module ECM.) These low compression engines receive, and in one design expel, low pressure or compressed air in the initial air intake process, which when compressed produces little heat-of-compression. Adding Ancillary Charge

Now, for engines of Model Three, Fig. 3, and Model Four, Fig.5, in Designs II(a) II(b), IΙI(a) and IΙI(b) a second portion of air or air-fuel mixture, that is received, highly compressed and cooled externally to the engine, is injected into the cylinder by intake valve (or one of valves 9, 9', or 9" of Fig.3 and valve 21 or 12A or 12B of Fig 5, respectively), on top of any initial charge remaining. The high pressure charge is injected by opening (9, 11, 21, 12A or 12B) respectively, after the closure of intake (port 3N, 3E or port 3-B), or when chamber 5A or 5B are sealed at top- dead- center. (Alternatively, in the engine of Fig. 5, vane 4 or 4B presses the combined charge through port 23 and inlet valve 25 into chamber 5' which charge then fills combustion chamber 5A or 5B as it rotates by. The charge is then ignited as it rotates passed spark plug 12B).

Valve or 9 or 21, is then closed during the compression stroke at a point that the proper weight of charge necessary for the desired engine performance has already been received and will be trapped in the compression chamber 5-C. Intake valves or 9 or 21 is alternatively closed at a point between 25% and 75% or more of the compression process and which point is alternatively variable and varied according to engine power requirements, preferably controlled by engine control module ECM-27.

In Designs II (b), and III (b) the combustion chamber of rotary engines Fig. 3, and 5 is enlarged, perhaps up to double or greater in volume than normal. The ancillary charge injection can be a supercharge of perhaps equal to as much as quadruple the weight of that possible in current engines, producing up to quadruple or greater power and torque of known technology engines. The engines are alternatively designed with various and variable compression chamber volumes and/or with engine stroke and/or expansion chamber volume increased to match the added expansion of the dense and larger volume charge, and according to the duty cycle and power required of the engine.

In alternatively increasing engine stroke and/or expansion chamber volume to match the additional expansion of the denser and/or larger charge will drop the exhaust manifold temperature and pressure by converting more of the heat energy to kinetic energy. This feature applies to any engine of this invention using either normal volume or oversized combustion chambers. The intake valve for the secondary air charge should be closed as late in the compression process as possible, while capturing in the compression chamber 5C the proper charge weight required, that when fueled and ignited for the expansion will adequately power the engine. This provides low compression temperatures and great turbulence in the combustion chamber to promote cleaner burning, low peak temperatures and low polluting emissions, as described herein.

The high pressure intake valve 9, 9', 9", 21, 12A or 12B, of engines of Figs. 3, 4, and 5 are alternatively expansion valves as shown and described for engines of Figs. 2B, 2D, 3, 4 and 5, which by expanding the cooled high-pressure air or air-fuel charge, chills the charge and cools the combustion chamber.

At the closure of the high-pressure intake valve further compression begins with a cool "effective" compression ratio of perhaps 2:1 to 8:1, (or as little as 1: 1) (depending on the type of ignition and the point of charge injection) as the rotary combustion chamber 5, or 5B, Fig. 3, or Fig. 5 reaches top-dead-center (sealing the combustion chamber(s)).

At top dead center, or slightly before, the fuel is added if not present, the charge is ignited by spark or compression, expanding against the rotor lobe 10 apex or vane 4 or 4B producing super power and torque with an extended expansion ratio further providing improved efficiency and with ultra-low polluting emissions. Now power pulse and exhaust process takes place completing one power cycle.

By staged compression and inter-cooling and after-cooling, a pre-mixed fuel-air charge can be spark ignited even with diesel fuel and will, because of having density and weight equal-to or greater-than normal engines, exceed their customary power and efficiency, and can be spark or compression ignited. The Engine and related cycle of the present invention can provide much improved power, torque and efficiency and low polluting emissions, for all fuels.

As described herein, in engines having normal size combustion chambers, the power in this system can possibly be more than doubled. In engines with enlarged combustion chambers, power and torque may perhaps be multiplied by up to as much as four times or more. In the epitrochoid-motion rotary engine, Design II(a) and the trochoid-motion engine, Design IΙI(a), of the technology of the present invention, (see Figs. 3 and 5) with normal size combustion chambers, can perhaps more than double the charge density in the engine without detonation or pre-ignition problems. Application of this technology should, especially with enlarged combustion chambers, Designs II(b) and IΙI(b), develop up to perhaps four times or more, the power and torque of the existing design, or stated differently, can develop the same power and torque as current technology rotary engines at approximately one-half to one- fourth of the RPM level presently required. Also, this holds true for improvements in reciprocating engines regardless of power range.

The Cold-Air-Injected Engine can provide the same improvements to all internal combustion engines, large and small.

Figs. 2B, 2D, 3 and 5 illustrate a system of inducting chilled charge air into engine cylinders and compression chambers. In Fig. 2B and 2D, for example, atmospheric air is received through inlet port 8 by compressors 1 and 2, cooled by their respective coolers 10, 11 and 12, and conveyed to manifolds (shown in Fig. 3) at positions 3 and 4 on conduits 113 and 114, and to control bypass valves R, R', to expansion valves 10', 10", to pressure drop distributors 11 ' and 11" through conduits 27', 27" to intake valves 16A (16 in Fig 2D), and into cylinder 7 combustion chamber. Expansion of the cooled, compressed air chills the air or air- fuel charge and increases charge density for greater power, and is used alternatively in all engine designs of Fig. 1 to Fig. 5. Alternatively, valves 10', 10" and distributor 11' and 11 " are eliminated or selectively bypassed to provide only cool air, perhaps intermittently.

The system for compressing, cooling (or chilling) the high pressure air for the engines of Fig. 3 is thus:

The low pressure fresh air is drawn into inlet port 3N or 3E by rotor 2 and lobe 10. Then other atmospheric air is drawn in at port 8, filtered, compressed by compressors 14 and 16, cooled at least by intercoolers 15 and 17 (and alternatively by additional coolers) and perhaps by all conduits between compressor 14 and intake valve 9, 9' or 9", including conduit 28, being finned. The cooled air is alternatively chilled by optional expansion valves 9' or 9", 21, 12A or 12B in Fig. 5, into the compression chamber 5C or 5A or 5B or directly by expansion valve 9", into the combustion chamber 5A, Fig. 4 and valve 12A, Fig. 5 at top dead center. At the latter point in any case, the charge is ignited to expand against rotor lobes 10, Fig. 3 or vanes 4 or 4B, Fig. 5 and the exhausted charge is expelled through exhaust port 6 (Fig. 3) or 17, (Fig. 5).

In any engine of this invention including Design l(a), l(b), II(a), II(b), IΙI(a), IΙI(b), IV(a) and IV(b), the air or air-fuel charge, being compressed and cooled externally, whether inducted in the intake process and captured during the compression process, or injected and then captured during the compression process, can be much denser than that of current engines with a low "effective" compression ratio.

The high density and low "effective" compression ratio are not directly related to the engine's stroke or expansion chamber volume. Therefore, the main interest in the engines "stroke" and volume of expansion chamber 5E is in regards to the optimal expansion ratio.

In the reciprocating engine Figs. 1, 2, 2B and 2D, engine stroke and/or bore is alternatively increased significantly to further extend the expansion ratio, which is already greater than the "effective" compression ratio. For greater expansion in the epitrochoid rotary engine, Fig. 3, with normal or oversized combustion chamber 5A, the exhaust port 6 is alternatively moved as far as possible toward the intake port 3N or 3E, placed in the wall of the stator 1 with the exhaust port alternatively being a narrow slot placed horizontally in order to extend the (rotor "stroke") and to enlarge the expansion chamber 5E. This exhaust arrangement allows apex 10 of rotor 2 to travel farther in the expansion process before opening the exhaust port 6, thus, increasing the expansion ratio. In rotary engine, Fig. 5, with normal or oversized combustion chamber, the expansion chamber 5E is alternatively enlarged to accommodate the m ore extensive expansion ratio.

In both rotary types, the combustion chambers are alternatively normal sized or enlarged as described herein and with denser and maximum volume of charge pumped in on the top side, the power, torque and efficiency are greatly increased with ultra-low polluting emissions.

Alternate Ancillary Charge Induction System

For engines of Design I (a) and Design I (b) (normal and enlarged combustion chamber, respectively), and in other designs, there is an alternate ancillary combustion chamber air or air-fuel charging system. These designs are designated as Design I(a)2 and Design I (b)2, etc. a. For engines of Figs. 1, 2, 2B, 3 and 5 now designated as Designs I (a)2, and Design I (b)2 (as well as for Designs II (a)2, II (b)2 and III (a)2 and III (b)2, the ancillary charging is thus: (a) the first (intake) stroke occurs and low pressure intake valve 16B opens and is closed early in the intake stroke or process trapping little or virtually no air charge. Piston 22 continues toward bottom-dead-center, expanding any air in the combustion chamber or any received during the intake stroke of piston 22. Now, (b) piston 22 reverses and begins the second stroke (normally, compression stroke) and as piston approaches top-dead-center and the combustion chamber virtually formed (10-15 degrees BTDC, more or less), (c) Intake valve 16A (now a fast acting high speed valve) opens and closes, charging the combustion chamber with cool or chilled high pressure air or air- fuel. The charge pressure can be in the range of 100-600 psig or even higher, (d) As soon as the high-speed intake valve 16A closes the charge is ignited, expanding against piston 22, lobe 10 or vane 4, producing great power and torque, (e) The cylinder 7 or expansion chamber 5-E is now also scavenged to complete one power cycle. The advantage of this system is in removing the problem of compression heat from the power cycle.

Alternate Air Charging Method

b. Another alternate method of air or air-fuel charging of the combustion chamber of either of the engines named above in System 2a is thus: (a) the first stroke (intake) occurs with intake valve 16B, or alternatively, a fast- acting valve, (not limited to solenoid, hydraulic, rotary or sliding type valve) opening early in the stroke (b) with valve 16B remaining open through piston 22 travel through bottom-dead-center and almost through the entire "compression" stroke (c) After piston 22 begins the "compression" stroke at piston 22 bottom-dead-center, the inducted air — now having cooled the cylinder, is expelled during this second stroke back through intake valve 16B. Alternatively, the charge being expelled goes through a reopened exhaust valve 17 or an ancillary outlet valve (not shown), the air being conveyed by outlet valve 28 and conduit 28', as in Fig. 3, and conveyed to the inlet port of compressor of turbocharger 14 or again alternatively expelling the air to the atmosphere. (If the air being expelled is mixed with fuel, it must be returned to inlet port of compressor 14 or inlet port of compressor 16, to be compressed or further compressed and re¬ injected by intake valve 16A). (d) At near piston 22 or rotor combustion chamber near-top-dead center, perhaps from 60 degrees more or less BTDC, to TDC, assuring little or no "heat of compression" intake valve 16B or ancillary outlet valve (not shown) is closed, (e) At the time of closure, at perhaps 60 degrees more or less, BTDC, to TDC of valve 16 B or other outlet valve, high pressure intake valve 16A (a faster-acting valve) opens at the point or later that valve 16B has closed to inject the air or air-fuel charge, which has been compressed, and cooled externally, directly into the cylinder or into the combustion chamber 7 of engines of Design I and IV and in rotary Designs II and III, combustion chambers 5A or 5B. This assures little or no heat-of-compression, before TDC or by way of conduit 11 and inlet valve 9" which valve is alternatively an expansion valve as 10' in Fig. 2B. (f) With the combustion chamber now being closed and filled with air-fuel charge, (g) the charge, with fuel added, if not present, is ignited producing the expansion stroke, (h) which is followed by the scavenging process completing one power cycle. In this system, the "effective" compression ratio is 1:1, as no heat is now added by compression.

By staged compression and inter-cooling, fuel and air can be mixed even with diesel oil. Fuel can also be injected with the air or alongside and simultaneously with the charge injection and additional fuel can be injected during part of the expansion stroke.

Alternatively, the stroke and/or bore of the engine are adjusted to match charge volume and density for optimum expansion, power and efficiency and to reduce polluting emissions.

Certain exemplary embodiments of the present invention are described below and illustrated in the attached Figures. The embodiments described are only for purposes of illustrating the present invention and should not be interpreted as limiting the scope of the invention. Other embodiments of the invention, and certain modifications and improvements of the described embodiments, will occur to those skilled in the art, and all such alternate embodiments, modifications and improvements are within the scope of the present invention.