| US3788193A | 1974-01-29 | |||
| US6065945A | 2000-05-23 | |||
| US7258086B2 | 2007-08-21 | |||
| US4590813A | 1986-05-27 |
| Claims: 1. A high-speed, pressure-actuated long stroke rotary free piston engine that always maintains an optimum ninety-degree vector angle is hereby claimed comprising an actuator assembly having at least one cylinder into which are disposed a least one movable actuator piston attached to at least one movable rod being capable of controlling the flow of a working fluid into the cylinder of a pneumatic or hydraulic ram in order to maintain a continuous pressure differential on opposite sides of the ram piston in order to produce a continuous back-and-forth movement of the ram piston and ram power output rod capable of doing work, including but not limited to the direct generation of AC or DC electrical power via connection of the ram power output rod to a generator, connection of the power output rod to a linear-motion-to-rotary-motion conversion transmission in order to produce rotation to provide motive power for an automobile, airplane, boat and any other vehicle, or to provide rotation to power a rotary electrical generator, or to provide either linear power or rotary power for any other use that an engine may commonly be employed; and, the actuator assembly having at least one sealed pressurized, dual-compartment chamber into which is disposed at least one piston capable of sensing pressure changes on each side of the chamber and thereby providing a suitable means to actuate the long stroke rotary free piston engine in response to internal pressure changes within the engine without the need for physical linkage as herein disclosed. 2. The ram piston of claim 1 wherein the ram piston is connected to a slave piston that moves in response to the movement of the ram piston in order to produce pressure changes. 3. The slave piston of claim 2 wherein the slave piston is disposed within the sealed pressurized, dual-compartment gas pressurized chamber of claim 1 and wherein the slave piston in association with a pressure-sensing piston divides the sealed chamber into two separate pressurized halves. 4. The method claim 1 wherein movement of the slave piston within the sealed chamber of claim 1 results in a decrease in the volume maintained of the side in the direction of the movement of the slave piston while the volume on the opposite side of the piston increases in response to the movement. 5. The method of claim 4 wherein the pressure increases on the side of the piston in the direction of its movement in response to the decreased volume in which the sealed fluid is contained; and, the pressure of the fluid on the opposite side of the slave piston decreases in response to increased volume, thereby, resulting in a pressure differential across the two sides of the slave piston. 6. The method of claim 5 wherein the pressure differential caused by movement of the slave piston of claim 4 is also applied to the two sides of the pressure-sensing piston of claim 3 resulting in movement of the pressure-sensing piston in the direction of the lower pressure in response to its differential in pressure on the two sides of the piston. 7. The movement of the pressure-sensing piston of claim 6 wherein the pressure sensing- piston is located within an actuator cylinder and wherein the pressure sensing-piston is connected by a common actuator rod to at least one actuator piston; and, movement of the pressure-sensing piston results in a movement of equal length of the actuator piston. 8. The method of claim 7 wherein movement of the actuator piston opens a supply of pressurized working fluid to the hydraulic or pneumatic ram of claim 1 that results in a force being applied against the ram piston, which causes movement of the ram piston and its connected output rod of claim 1 in response the applied force. 9. The method of claim 7 wherein movement of the actuator piston closes-off the supply of pressurized working fluid to the hydraulic or pneumatic ram of claim 1 and simultaneously opens the exhaust resulting in discharge of the working fluid from the ram cylinder to lower pressure, which results in a decrease in the force being applied against the ram piston in response to the exhaust of the working fluid to lower pressure. 10. The method of claim 1 wherein a double-acting hydraulic or pneumatic ram is hereby claimed that produces a continuous back-and-forth movement capable of the continuous generation of power in response to movement of slave piston attached to the ram piston; and movement of the slave piston causes pressure differentials to be formed on each side of the slave piston that fluidly translated to the pressure sensing piston; that causes movement of pressure-sensing-piston; that causes movement of the actuator pistons that control the supply flow of working fluid into the ram cylinder and control the flow of exhaust out of the ram piston to lower pressure in order to produce a continuous back- and-forth movement of the ram piston and of the power output rod connected to a ram piston. 11. The method of claim 10 wherein a linear alternator is connected to the power output rod of claim 10 in order to generate a continuous supply of electrical power. 12. The method of claim 2 wherein a sealed pressurized fluid within the dual-compartment pressurized chamber is compressed by the pressure-sensing actuator piston and slave piston movements resulting in switching of high-pressure working fluid inner-connection access to the ram piston in the linear driver inner cylinder. 13. It is hereby claimed that the methods of claims 1 through 12 wherein the continuous back-and-forth movement of the ram piston and power output rod that is powered by compressed gases and is actuated using a dual-compartment pressurized chamber having sealed pressurized fluid in order to provide a pressure differential to create movement of a pressure-sensing piston to control the inlet and discharge flow compressed gases in order to perform work forms an engine. 14. The actuator cylinder and the ram cylinder of claim 1 wherein the actuator cylinder and the ram cylinder are surrounded by outer cylinders. 15. The method of claim 14 wherein "0"-rings provide a seal between the inner actuator cylinder and the outer cylinder of claim 14. 16. The method of claim 14 wherein "0"-rings provide a seal between the inner ram cylinder and the outer cylinder of claim 14. 17. The method of claim 14 wherein the outer cylinder acts as a safety barrier in order to contain metal fragments or other such fragments from which the device is constructed as well as the high-pressure working fluid in the event of rupture of the actuator inner cylinder or ram inner cylinder. 18. The method of claim 14 wherein a coolant fluid is circulated in the space between the actuator inner cylinder and the outer cylinder and/or the space between the ram inner cylinder and the outer cylinder with the annular space between the inner and outer cylinders being sealed by "O" rings in order to use the space as a heat exchanger, with the coolant fluid being a heat exchange medium. 19. The long stroke rotary free piston engine of claim 1 wherein a manifold pressure block that contains holes bored to precise dimensions in which bored cylinders having O-rings mounted upon their outer circumference are inserted in order to provide high pressure sealing capability. 20. The manifold pressure block of claim 19 wherein internal passage ways within the manifold pressure block control the flow of working fluid into and exhaust from the cylinders of the engine that are secured sealed by the O-rings in order to prevent leaks to the outside. 21. The pressure actuated actuator assembly of claim 1 wherein the actuator shuttle valves are located within the sealed internal passageways of the manifold pressure block of claim 20 that control the flow of working fluid into and out of the cylinders of the engine. 22. The actuator shuttle valves of claim 21 wherein the valves comprise actuator pistons connected to a common shaft that move in response to pressure changes created in a pneumatic ram connected to the common rod that moves in response to pressure changes within the piston within the ram; and, wherein movement of the piston and subsequent movement of the common rod causes movement of the actuator pistons that control the flow of working fluid's inlet and exhaust flows to the pistons of the long stroke free piston engine. 23. The long stroke free piston engine of claim 1 wherein multiple cylinder and piston sets are coupled together by the use of rack and pinion gears wherein a rack bar is attached to the pistons and wherein the rack bar interacts with the upper portion a common pinion gear located between two pistons mounted on the outer ends of said rack bar and wherein a second set of pistons being connected to a second rack bar are located below the first set of pistons that interacts with the lower portion of the common pinion gear in order to couple the power output of the pistons together in order to form a more powerful multiple piston long stroke free piston engine alternative. 24. The multiple pistons connected rack bars that are connected to a common pinion gear in order to couple their power output of claim 23 wherein pistons connected to rack bars that interact with the common pinion gear may be used for power takeoff wherein in two pistons connected to a rack bar driven by the common pinion gear compress air into pneumatic ram of the actuator in order to pressure actuate of the actuator ram in order to move the shuttle valve assembly of the actuator in order to control the flow of working fluid into and out of the free piston engine. 25. The multiple pistons connected rack bars that are connected to a common pinion gear in order to couple their power output of claim 23 wherein pistons connected to rack bars that interact with the pinion gear create pressure builds with the cylinders of the pistons that act a shocks in order to stop the long stroke of the pistons of free piston engines to prevent damage to the engine and to act a means to store energy that is recovered on the subsequently stoke as the piston changes direction and is propelled in the opposite direction by the force of the air subsequently compressed being a means of energy storage. 26. The common pinion gear of claim 23 wherein a Sprague gear transmission is driven by power input from the common pinion gear in order to provide a long stoke free piston rotary engine and wherein the Sprague gear transmission converts both the forward and backward movement of the reciprocating long stroke of the pistons into a continuous rotation in one direction; and, wherein the Sprague gear transmission more efficiently converts reciprocation to rotation as it always maintains an optimum ninety degree vector angle in order to produce a more efficient long stroke free piston engine. |
BACKGROUND OF THE INVENTION
Prior Art Engines use many different methods of providing actuation to operate the various engine designs. Valves that are actuated by camshafts provide an example of a way to control the exhaust from combustion engines. Modern vehicles use computer controlled fuel injectors to provide fuel to combustion engines.
Figure 1. Prior Art Steam Engine
Steam engines, see Figure 1, that were controlled by slide valves are among the oldest form of engines. A continuous and alternating pressure differential was maintained on the opposite sides of a piston within a cylinder by the actuation of the slide valve. High-pressure steam from a boiler was input into the cylinder on a first side of the piston, while the exhaust located on the opposite second side of the piston was open to exhaust the steam to the atmosphere. When the piston approached the end of the cylinder, the slide valve reversed; and, then the steam was input into the second side of the piston while the steam was being exhausted on the first side of the piston. In this manner, a continuous back-and-forth motion of the piston connected to a rod was produced by the steam engine. The rod was then connected to a cam flywheel to produce rotary motion from the linear movement of the piston.
However, these engines while producing a great deal of work, transferred power in very inefficient manner. With the rod extending from the piston making a circular motion around the cam flywheel, it always maintained very poor vector angles relative to ninety-degrees to the axis of the flywheel. It is well known in modern engineering that ninety degrees is a perfect vector angle ~ the angle at which power is transferred with the highest efficiency. During operation, prior art steam engines unfortunately never attained, even for a brief period of time, a perfect vector angle.
The design of the slide valve reduced the flow of working fluid into the cylinder. Further, the slide valve was comprised of a series of linkages physically connected together and then attached to a flywheel to actuate the flow of steam into the cylinder to drive the piston and to control the exhaust from the cylinder. These linkages suffered from severe wear and were difficult to maintain because of the rapid reciprocating action of the steam engine; therefore, they became a limiting factor in the steam engine's inability to attain higher-speed operation.
Figure 2. Comparative Analysis of Prior Art Steam Engine Having Poor Vector Angles
Figure 2 provides for comparative analysis of prior art steam engine poor vector angles. In the classic steam engine, the slide valve controls the steam input and exhaust to the piston cylinder providing the force on the piston forcing the rod to rotate cam arm attached to the flywheel via a common shaft. As the rod forces the flywheel around through a cycle (Position "A" to Position "B" to Position "C" to Position "D"), the vector angle of this force varies from a highest and best vector angle by this prior art steam engine of seventy-seven degrees as is shown in example
l positions "A" and "C" to a low value of zero degrees vector angle in the example positions of "B" and "D".
The optimum vector angle, for maximum efficiency in the transfer of the force is ninety-degrees, often known as the "perfect vector angle". The classic steam engine force vector angle, shown in Figure 2, fails to reach this optimum angle at any time during its operation. Current modern combustion engines continue to use the piston/flywheel angular interface first applied in early steam engines. The pressure-actuated long stroke rotary free piston engine of the present invention maintains an optimum vector angle of ninety-degrees at all times; therefore, it is more efficient in the transfer of force from the pressure of the working fluid to the power cylinder piston to the rack bar gear capable of doing work, which may be used to apply reciprocating force to a Sprague Gear transmission and rotary shaft for the generation of electrical power at an optimum ninety-degree vector angle. Comparatively the steam engine never attained an optimum ninety-degree vector angle at any time, while the pressure-actuated Long Stroke Rotary Free Piston Engine of the present invention maintains an optimum ninety-degree vector angle all of the time.
Figure 3. Vector Angle Analysis of Piston Rod to Rotary Crank
Vector angle analysis of a crankshaft indicates that almost half of the power generated by a piston is lost converting linear-motion to rotary-motion. Note that the rod of the crankshaft's best vector angle is less than 70 degrees and only 470 pounds from 500 pounds of force or 94 percent of the piston's power is transferred; and, then the vector angle progressively goes down from there to zero at the top dead center position at which time no power is generated at all. Then the rod's vector angle goes from zero back-up to 70 degrees in a continuous cycle. The net result of averaging the vector angle positions at every ten degrees on the chart is that over 47 percent of the power is lost to poor vector angles even before figuring in weight and friction losses associated with the crankshaft.
In the power and automotive industries there is a need for high-speed operation to control large volumes of highly pressurized, high velocity working fluid flow. The present inventor has filed a series of patent applications that claim the use of power generating devices, including but not limited to: International Patent Application Number PCT/IB2008/001667 titled "Ultra-Low- Temperature Power Cycle Engine" dated June 19, 2008 by Robert D. Hunt; and International Patent Application Number PCT/US2006/ 12294 titled "Accelerated Magnetic Pellet Generator" dated April 3, 2006 by Robert D. Hunt; and, U. S. Provisional Patent Number Not Yet Assigned titled "Sprague Gear Transmission" dated December 11, 2009 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/667,800 titled "Accelerated Magnetic Pellet Generator that Provides Self-Compression" dated April 3, 2005 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,298 titled "Linear Driver" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,183 titled "Multiplication of Force at Equalized Pressure Power Cycle" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent Number US60/934,297 titled "Permanent Magnet Generator or Alternator that Eliminates Cogging via the use of Ferrous Metal Free Coils Moveable over Fixed Ferrous Metal Magnetic Cores" dated June 12, 2007 by Robert D. Hunt; and, U. S. Provisional Patent with no number assigned thus far titled, "High-Speed, Cooled Solenoid Valve or Cryogenically Cooled Super- Conducting Solenoid Valve" dated March 10, 2008, by Robert D. Hunt. This Patent Application is a continuation in part of International Patent Application Number PCT IB2008/001667 and claims priority to this international patent as well as the other patents cited above, which shall be considered to be included herein in their entirety.
The present inventor has constructed and operated a pressure-actuated free piston engine using nitrogen pressurized water as the energy source wherein the pressurized water powered the reciprocating movement of a double-ended piston shaft connected to a Sprague Transmission with a rotary shaft attached to an electrical generator. The device was pressure actuated as is further described herein.
It is an object of this patent application to create a pressure-actuated long stroke rotary free piston engine capable of high-speed operation that always maintains a perfect ninety-degree vector angle during its operation. Actuation of the apparatus is accomplished solely by internal pressure changes; therefore, the pressure-actuated long stroke rotary free piston engine of the present invention does not require any physical linkage in order to activate the engine.
DISCLOSURE AND SUMMARY OF THE INVENTION
By way of the present invention, a pressure-actuated long stroke rotary free piston engine is provided which allows rapid, continuous cycling of high-pressure working fluids to provide power generation. The engine of the present invention always maintains an optimum ninety- degree vector angle during its operation. Internal pressure differentials within the engine provide actuation of the engine without the need for physical linkage. The long stroke rotary free piston engine may be used to directly power a Sprague Gear transmission that is attached in a straight line to the engine thereby maintaining a perfect vector angle.
The long stroke rotary free piston engine is capable of doing work, including but not limited to the direct generation of AC or DC electrical power via connection to a Sprague Gear transmission, to provide motive power for an automobile, airplane, boat and any other vehicle, or rotary power for any other use that an engine may commonly be employed.
In Concept la of the Long Stroke Rotary Free Piston Engine, the high pressure liquid and/or gas kinetic energy source is applied to the Inlet Manifold and inner side of Shuttle Valve A and Shuttle Valve B. The initial alignment of the shuttle valves allows the high pressure liquid and/or gas to start filling Power Cylinder B, driving the Power Cylinder Rack Bar into Power Cylinder A, causing any liquid and/or gas to exhaust from Power Cylinder A.
At the same time, the Power Cylinder Rack Bar is rotating the Power Input Pinion Gear and driving the Shock Cylinder Rack Bar in the opposite direction. The motion of the Shock Cylinder Rack Bar compresses the hydraulic fluid in Shock Cylinder B increasing pressure on Actuator B, Shuttle Valve B, Actuator Rod Piston, Shuttle Valve A, and Actuator A. As the Shock Cylinder Rack Bar moves, it expands the volume and reduces the pressure in Shock Cylinder A. The increasing pressure difference across the shuttle valves reaches a preset limit, causing the Actuator Piston Rod and shuttle valves to move to the left and change the flow path of the high pressure liquid and/or gas to Power Cylinder A, resulting in the reciprocal movement of the Power Cylinder Rack Bar. The Power Input Pinion Gear transfers the motion to the Sprague Gear Transmission and connected Power Output Shaft for utilization as electrical power generation or mechanical rotary drive motion.
In Concept lb of the Long Stroke Rotary Free Piston Engine, the high pressure liquid and/or gas kinetic energy source is applied to the Inlet Manifold and inner side of Shuttle Valve A and Shuttle Valve B. The reciprocal alignment of the shuttle valves allows the high pressure liquid and/or gas to start filling Power Cylinder A, driving the Power Cylinder Rack Bar into Power Cylinder B, causing any liquid and/or gas to exhaust from Power Cylinder B.
At the same time, the Power Cylinder Rack Bar is rotating the Power Input Pinion Gear and driving the Shock Cylinder Rack Bar in the opposite direction. The motion of the Shock Cylinder Rack Bar compresses the hydraulic fluid in Shock Cylinder A increasing pressure on Actuator A, Shuttle Valve A, Actuator Rod Piston, Shuttle Valve B, and Actuator B. As the Shock Cylinder Rack Bar moves, it expands the volume and reduces the pressure in Shock Cylinder B. The increasing pressure difference across the shuttle valves reaches a preset limit, causing the Actuator Piston Rod and shuttle valves to move to the left and change the flow path of the high pressure liquid and/or gas to Power Cylinder B, resulting in the reciprocal movement of the Power Cylinder Rack Bar. The Power Input Pinion Gear transfers the motion to the Sprague Gear Transmission and connected Power Output Shaft for utilization as electrical power generation or mechanical rotary drive motion.
Through the connection to the Sprague Gear Transmission at the Power Input Pinion Gear in Concept 1, the resulting change in linear direction (back & forth) of the movement of the Power Cylinder Rack Bar is converted to rotary motion in one direction for generation of electrical or mechanical energy with the Power Output Shaft.
In the Sprague Gear Transmission, the power cylinder rack bar is positioned on top of the Power Input Pinion Gear at a ninety-degree vector angle and the Shock Cylinder Rack Bar is positioned at the bottom of the Power Input Pinion Gear at a ninety-degree vector angle. This alignment allows the attached Power Transfer Shaft to rotate back-and-forth with the motion of the rack gears.
Rotation of the Sprague Gear Transmission in one direction is accomplished by the pressurized movement of the Power Cylinder Rack Bar that moves over the top of the Power Input Pinion Gear causing one Pinion Gear/Sprague Gear to engage (Driving Mode), rotating the Power Transfer Shaft, causing a connecting Pinion Gear, Power Output Pinion Gear, and Power Output Shaft to rotate a number of turns in the forward direction. The Pinion Gear/Sprague Gear connection to a second Power Transfer Shaft rotates in the opposite direction, causing the second Sprague Gear to disengage (Idling Mode). At the same time, the Shock Cylinder Rack Bar is being forced in the backward direction.
Rotation in the opposite direction is accomplished by the pressurized movement of the Shock Cylinder Rack Bar that moves under the bottom of the Power Input Pinion Gear as the other Sprague Gear engages (Driving Mode), causing the Power Output Pinion Gear and Power Output Shaft to rotate a number of turns in the same forward direction. The Pinion Gear connection to the first Power Transfer Shaft rotates the original Power Transfer Shaft in the opposite direction, causing the first Sprague Gear to disengage (Idling Mode). At the same time, the Power Cylinder Rack Bar is being forced in the backward direction.
In Concept 2a of the Long Stroke Rotary Free Piston Engine, the high pressure liquid and/or gas kinetic energy source is applied to the Inlet Manifolds filling Power Cylinder B and Power Cylinder C. As Power Cylinders B and C fill, they force Power Cylinder A/B Rack Bar and Power Cylinder C/D Rack Bar to rotate the Power Input Pinion Gear, which forces Power Cylinder A and Power Cylinder D to vent liquid and or gas through the Outlet Manifolds. At the same time, the Power Input Pinion Gear in the air pumps and shock cylinders force Air Pump A to compress air, Air Pump B to expand air, Shock Cylinder A to expand its volume, and Shock Cylinder B to compress its volume. As Air Pump A increases pressure, by compression, on Actuator A, Air Pump B reduces back pressure, by expansion, on Actuator B. The resulting change in pressure differential across the actuators (a variable setting) causes the actuators to shift to the alternate location with Hydraulic Fluid Cross Connect ensuring synchronous operation. These actuator motions change the flow path of the Liquid and/or Gas Kinetic Energy Source and Exhaust to switch operation of the engine to the reciprocal direction of motion.
The operation of the attached Sprague Gear Transmission and Power Output Shaft are identical to the described operations in Concept 1.
In Concept 2b of the Long Stroke Rotary Free Piston Engine, the reciprocal direction of motion is induced by the high pressure liquid and/or gas kinetic energy source is applied to the Inlet Manifolds filling Power Cylinder A and Power Cylinder D. As Power Cylinders A and D fill, they force Power Cylinder A/B Rack Bar and Power Cylinder C D Rack Bar to rotate the Power Input Pinion Gear, which forces Power Cylinder B and Power Cylinder C to vent liquid and or gas through the Outlet Manifolds. At the same time, the Power Input Pinion Gear in the air pumps and shock cylinders force Air Pump A to expand air, Air Pump B to compress air, Shock Cylinder A to compress its volume, and Shock Cylinder B to expand its volume. As Air Pump B increases pressure, by compression, on Actuator B, Air Pump A reduces back pressure, by expansion, on Actuator A. The resulting change in pressure differential across the actuators (a variable setting) causes the actuators to shift to the alternate location with Hydraulic Fluid Cross Connect ensuring synchronous operation. These actuator motions change the flow path of the Liquid and/or Gas Kinetic Energy Source and Exhaust to switch operation of the engine back to the initial direction of motion.
The operation of the attached Sprague Gear Transmission and Power Output Shaft are identical to the described operations in Concept 1.
The diameter of the pinion gears and the length of the rack bars determine the number of rotations produced by the pinion gears and the attached power output shaft. The radius of the pinion gear acts like a lever. The greater the circumference of the pinion gear the longer the lever arm and the greater the amount of torque that is generated. However, more rack bar length is needed in order to accomplish a full revolution of the pinion gear due to the increase in its circumference length. Likewise, a small diameter pinion gear will produce more rotations using the same rack bar length, but the torque will be greatly reduced. Greater rotational velocity can be gained at the expense of reduced torque. The design criteria are to find a balance between rotational velocity and torque. Both rack and pinion gears transfer torque very efficiently because both racks apply force at an optimum ninety-degree vector angle to the axis of the pinion gear.
BRIEF DESCRIPTION OF THE DRAWINGS
Concept 1 :
A list of the components for Concept 1 is as follows:
101 - Liquid and/or Gas Kinetic Energy Source
102 - Power Cylinder Rack Bar
103 - Shuttle Valve A
104 - Liquid and/or Gas Exhaust
105 - Actuator A
106 - Power Cylinder A
107 - Power Cylinder B
108 - Shock Cylinder A
109 - Shock Cylinder B
110 - Shock Cylinder Rack Bar
111 - Actuator B
112 - Shuttle Valve B
113 - Actuator Piston Rod
114 - Inlet Manifold
115 - Power Input Pinion Gear
116 - Sprague Gear Transmission
117 - Power Output Shaft
Figure 4. Long Stroke Rotary Free Piston Engine
Concept la (100)
(Initial Direction of Motion)
In Concept la of the Long Stroke Rotary Free Piston Engine (100), the high pressure liquid and/or gas kinetic energy source (101) is applied to the Inlet Manifold (114) and inner side of Shuttle Valve A (103) and Shuttle Valve B (112). The initial alignment of the shuttle valves allows the high pressure liquid and/or gas to start filling Power Cylinder B (107), driving the Power Cylinder Rack Bar (102) into Power Cylinder A (106), causing any liquid and/or gas to exhaust (104) from Power Cylinder A (106).
At the same time, the Power Cylinder Rack Bar (102) is rotating the Power Input Pinion Gear (115) and driving the Shock Cylinder Rack Bar (110) in the opposite direction. The motion of the Shock Cylinder Rack Bar (110) compresses the hydraulic fluid in Shock Cylinder B (109) increasing pressure on Actuator B (111), Shuttle Valve B (112), Actuator Rod Piston (113), Shuttle Valve A (103), and Actuator A (105). As the Shock Cylinder Rack Bar (110) moves, it expands the volume and reduces the pressure in Shock Cylinder A (108). The increasing pressure difference across the shuttle valves (103 & 112) reaches a preset limit, causing the Actuator Piston Rod (113) and shuttle valves (103 & 112)to move to the left and change the flow path of the high pressure liquid and/or gas to Power Cylinder A (106), resulting in the reciprocal movement of the Power Cylinder Rack Bar (102). The Power Input Pinion Gear (115) transfers the motion to the Sprague Gear Transmission (116) and connected Power Output Shaft (117) for utilization as electrical power generation or mechanical rotary drive motion.
Figure 5. Sprague Gear Transmission (100), Initial Direction of Motion
Rotation of the Sprague Gear Transmission (100) in one direction is accomplished by the pressurized movement of the Power Cylinder Rack Bar (101) that moves over the top of the Power Input Pinion Gear (102) causing one Pinion Gear (103)/Sprague Gear (104) to engage (Driving Mode), rotating the Power Transfer Shaft (105), causing a connecting Pinion Gear (106), Power Output Pmion Gear (108), and Power Output Shaft (107) to rotate a number of turns in the forward direction. The Pinion Gear (112)/Sprague Gear (111) connection to a second Power Transfer Shaft (110) rotates in the opposite direction, causing the second Sprague Gear (111) to disengage (Idling Mode). At the same time, the Shock Cylinder Rack Bar (113) is being forced in the backward direction.
Figure 6. Long Stroke Rotary Free Piston Engine
Concept lb (100)
(Reciprocal Direction of Motion)
In Concept lb of the Long Stroke Rotary Free Piston Engine (100), the high pressure liquid and/or gas kinetic energy source (101) is applied to the Inlet Manifold (114) and inner side of Shuttle Valve A (103) and Shuttle Valve B (112). The reciprocal alignment of the shuttle valves allows the high pressure liquid and/or gas to start filling Power Cylinder A (106), driving the Power Cylinder Rack Bar (102) into Power Cylinder B (107), causing any liquid and/or gas to exhaust from Power Cylinder B (107).
At the same time, the Power Cylinder Rack Bar (102) is rotating the Power Input Pinion Gear (115) and driving the Shock Cylinder Rack Bar (110) in the opposite direction. The motion of the Shock Cylinder Rack Bar (110) compresses the hydraulic fluid in Shock Cylinder A (108) increasing pressure on Actuator A (105), Shuttle Valve A (103), Actuator Rod Piston (113), Shuttle Valve B (112), and Actuator B (111). As the Shock Cylinder Rack Bar (110) moves, it expands the volume and reduces the pressure in Shock Cylinder B (109). The increasing pressure difference across the shuttle valves (103 & 112) reaches a preset limit, causing the Actuator Piston Rod (113) and shuttle valves (103 & 112) to move to the left and change the flow path of the high pressure liquid and/or gas to Power Cylinder B (107), resulting in the reciprocal movement of the Power Cylinder Rack Bar (102). The Power Input Pinion Gear (115) transfers the motion to the Sprague Gear Transmission (116) and connected Power Output Shaft (117) for utilization as electrical power generation or mechanical rotary drive motion.
Figure 7. Sprague Gear Transmission (100), Reciprocal Direction of Motion
Rotation of the Sprague Gear Transmission (100) in the reciprocal direction is accomplished by the pressurized movement of the Shock Cylinder Rack Bar (1 13) that moves under the bottom of the Power Input Pinion gear (102) as the other Sprague Gear (111) engages (Driving Mode), causing the Power Output Pinion Gear (108) and Power Output Shaft (107) to rotate a number of turns in the same forward direction. The Pinion Gear (106) connection to the first Power Transfer Shaft (105) rotates the original Power Transfer Shaft (105) in the opposite direction, causing the first Sprague Gear (104) to disengage (Idling Mode). At the same time, the Power Cylinder Rack Bar (101) is being forced in the backward direction.
Figure 8. Prototype Variant of Concept 1
Concept 2:
A list of the components for Concept 2 is as follows:
201 - Liquid and/or Gas Kinetic Energy Source
202 - Liquid and/or Gas Exhaust
203 - Outlet Manifold
204 - Inlet Manifold
205 - Actuator A
206 - Power Cylinder A
207 - Power Cylinder B
208 - Power Cylinder C
209 - Power Cylinder D
210 - Power Cylinder A/B Rack Bar
211 - Power Cylinder C/D Rack Bar
212 - Air Pump A
213 - Air Pump B
214 - Shock Cylinder A
215 - Shock Cylinder B
216 - Actuator B
217 - Hydraulic Fluid Cross Connect
218 - Power Input Pinion Gear
219 - Sprague Gear Transmission
220 - Power Output Shaft
Figure 9. Long Stroke Rotary Free Piston Engine
Concept 2a (200)
(Initial Direction of Motion)
In Concept 2a of the Long Stroke Rotary Free Piston Engine (200), the high pressure Liquid and/or Gas Kinetic Energy Source (201) is applied to the Inlet Manifolds (204) filling Power Cylinder B (207) and Power Cylinder C (208). As Power Cylinders B (207) and C (208) fill, they force Power Cylinder A/B Rack Bar (210) and Power Cylinder C/D Rack Bar (211) to rotate the Power Input Pinion Gear (218), which forces Power Cylinder A (206) and Power Cylinder D (209) to vent liquid and or gas through the Outlet Manifolds (203). At the same time, the Power Input Pinion Gear (218) in the air pumps and shock cylinders force Air Pump A (212) to compress air, Air Pump B (213) to expand air, Shock Cylinder A (214) to expand its volume, and Shock Cylinder B (215) to compress its volume. As Air Pump A (212) increases pressure, by compression, on Actuator A (205), Air Pump B (213) reduces back pressure, by expansion, on Actuator B (216). The resulting change in pressure differential across the actuators (a variable setting) causes the actuators to shift to the alternate location with Hydraulic Fluid Cross Connect (217) ensuring synchronous operation. These actuator motions change the flow path of the Liquid and/or Gas Kinetic Energy Source (201) and Exhaust (202) to switch operation of the engine to the reciprocal direction of motion.
The operation of the attached Sprague Gear Transmission (219) and Power Output Shaft (220) are identical to the described operations in Concept 1.
Figure 10. Long Stroke Rotary Free Piston Engine
Concept 2b (200)
(Reciprocal Direction of Motion)
In Concept 2b of the Long Stroke Rotary Free Piston Engine (200), the reciprocal direction of motion is induced by the high pressure Liquid and/or Gas Kinetic Energy Source (201) is applied to the Inlet Manifolds (204) filling Power Cylinder A (206) and Power Cylinder D (209). As Power Cylinders A (206) and D (209) fill, they force Power Cylinder A B Rack Bar (210) and Power Cylinder C/D Rack Bar (211) to rotate the Power Input Pinion Gear (218), which forces Power Cylinder B (207) and Power Cylinder C (208) to vent Liquid and or Gas (202) through the Outlet Manifolds (203). At the same time, the Power Input Pinion Gear (218) in the air pumps and shock cylinders force Air Pump A (212) to expand air, Air Pump B (213) to compress air, Shock Cylinder A (214) to compress its volume, and Shock Cylinder B (215) to expand its volume. As Air Pump B (213) increases pressure, by compression, on Actuator B (216), Air Pump A (212) reduces back pressure, by expansion, on Actuator A (205). The resulting change in pressure differential across the actuators (a variable setting) causes the actuators to shift to the alternate location with Hydraulic Fluid Cross Connect (217) ensuring synchronous operation. These actuator motions change the flow path of the Liquid and/or Gas Kinetic Energy Source (201) and Exhaust (202) to switch operation of the engine back to the initial direction of motion.
The operation of the attached Sprague Gear Transmission (219) and Power Output Shaft (220) are identical to the described operations in Concept 1.