New Type of Internal Combustion

Engine

(Short na me: "Mew Type Engine ")

Subject of the invention

The subject of the invention is an internal combustion engine which is partly similar (or not similar at all) to the well known and widely used engine types.

The following parts are included in the invention: external supercharging system, camshaft with two or four cams for each exhaust valve (the cam profile is symmetric), combined spark plug and its flat or cylindric spark plug connector, combined Diesel fuel injector, modified Diesel dosing system, gas inlet (blow) tubes with external thread on their both ends, adaptor and connector tubes with external and/or internal threads, pre-combustion chambers with decreased cubic volume, special linings that reduce the cubic volume of the combustion chambers, special valves that prevent backfiring, metering system with magnetic control or combined metering system with magnetic control.

The new type of internal combustion engine has two main branches: (1) a radically new engine type and (2) modified versions of traditional engines. These two branches have the following subtypes. The (1) new engine types are (l.a) engines with cylinders and pistons, (l.b) engines with cylinders, pistons and exhaust valves, (l.c) engines with chambers and rotors, or (l.d) a one-cylinder engine with any number of rotating pistons. The (2) modified versions of traditional engines are (2,a) two stroke engines, (2.b) four stroke valve-driven engines, (2.c) modified four-stroke rotary engine.

The first three engines of branch (1) and all engines of branch (2) have combustion (working) and exhaust strokes. The fourth subtype of branch (1) has a combustion stroke and scavenging. The new type of internal combustion engine - depending on branch and subtype, see above - has no induction stroke, pre-compression or compression phase. Thus the new engine works with less number of strokes. This is made possible by the supercharging system and the above listed technical solutions.

The new type of internal combustion engine can work (rotate) in both directions. Applications can be: automobiles, motorcycles, ships/vessels, airplanes, trains, static engines, etc.

Referrals to technical applications closest to the subject of the invention

• Ternai: The Automobile (Muszaki Konyvkiadd, Technical Publications, Hungary, 1965);

e Internal combustion engine for alternative fuels, with air scavenging, 215289A;

« Two-stroke internal combustion Diesel engine with free piston and rocker arm, P8800659;

• Three-stroke internal combustion engine, P0101552; Self-supercharging four-stroke internal combustion engine, P92021182, reg.No. 212566B; Four stroke internal combustion engine with combined supercharging, 194970B;

Rotary engine 150083;

Rotary engine / Wankel engine, Wikipedia Free Dictionary;

At the external supercharging system, referrals to turbochargers 2431398, 4838234, 5214920, 5441383, 225776 81. Referral to Comprex supercharger: EP 1310677 A2;

Camshaft US 2009/0178630 Al;

Camshaft US 2010/0043736 Al;

Carburettor US 2009/0146327 Al;

Fuel injector DE 102008041 730 Al;

Spark plug for internal combustion engine 215814B and item No. 9 on this spark plug (connector/adaptor);

Spark plug for igniting the fuel-air mixture 215726B and Item No. 30 on this spark plug

(connector/adaptor);

Fuel atomizer nozzle 161034;

Diesel fuel injector 203395B;

Diesel metering system for engines with reduced number of strokes (combustion and exhaust stroke only). No documentation can be found since this system or any similar systems have not been used yet;

Check valve U 6274088;

Combined check valve with solenoid drive 1872 U;

Blow tube with threads at both ends. This pipe blows the fresh air or the mixture of fuel and fresh air into the combustion chamber. No documentation can be found since this system or any similar systems have not been used yet;

Connector/adaptor. This replaces the Diesel fuel injector. No documentation can be found since this system or any similar systems have not been used yet;

Combustion chamber of internal combustion engines 181452;

Combustion chamber variation for supercharged engines with direct fuel injection 178291; Combined connector/adaptor which replaces the Diesel fuel injector of engines with pre- compression chamber. By reducing the cubic volume of the pre-compression chamber, the overall cubic volume of the engine is being reduced as well (in case of small and middle sized engines). No documentation can be found since this system or any similar systems have not been used yet;

Pre-chamber with reduced cubic volume. The overall cubic volume of the engine can be reduced with this application, regardless of engine size. No documentation can be found since this system or any similar systems have not been used yet;

Linings or inlays that reduce the volume of the combustion chamber in case of traditional two or four stroke engines. No documentation can be found since this system or any similar systems have not been used yet;

GB 577207 A (John Cristopher Potton) 05/09/1946

GB 861811 A (Wilfred John Lewington) 03/01/1961

CA 1036440 A (Hollefriend Norman) 08/15/1978

GB 1393382 A (Siemens AG) 05/07/1975

WO 2008148256 Al (Xu Fan) 12/11/2008 RU 2414619 C (Gabdullin Rivener Musavirovich) 03/20/2011

The traditional engines (either two-stroke cylinder and piston engines or four-stroke engines with cylinder, piston, inlet and exhaust valves) provide one combustion (working) stroke per 360° or 720° crankshaft rotation for each piston. The traditional rotary engine (with chamber and rotary piston) provides three working (combustion + exhaust) strokes per one 360° rotation of the rotor. Two- stroke engines can run in any direction while the four-stroke engines have a designated direction of rotation. The traditional engines use their own power for all phases of the operation. These are induction, pre-compression, combustion and exhaust/scavenging for two-strokes; induction, compression and exhaust for four-strokes.

Because of this principle the combustion chambers are not charged at their optimum, this highly depends on the actual RPM (revolutions per minute). This leads to poor efficiency levels.

High performance engines have more displacement, which require more raw material and energy input, which in turn results in unnecessary production and operation costs. This is especially true for the unique combustion chambers of rotary engines - and the heavy machinery required by the production of these. This all lead to a bigger ecological footprint.

Two-stroke engines are worse in this matter, for fuel and lubricants are both burnt at the same time, and engine wear is significantly faster, engine lifespan is shorter. These disadvantages of two-stroke engines are eliminated in four-stroke engines, however four-stroke engines are more complicated. They contain more mechanical parts, valves and valve timing and valve control parts for example. A great solution for these problems could be the rotary engine however this construction wears off quickly, compared to piston engines. All engines have complicated ignition, fuel delivery and metering systems, which need highly qualified human resources to maintain and service. While these engines are developed and manufactured at very high costs, their efficiency is still relatively low while their ecological footprint is relatively big as mentioned above.

Traditional engines work with traditional fuel which is (in 95%) produced of mineral oil and gas. Our mineral resources are endless.

This invention cannot operate with the traditional and well known version of the following parts: camshafts, spark plugs, spark plug connectors (at plug end and at cable end), Diesel fuel delivery systems, carburettors, anti-backfire valves. These all need to be modified as part of the present invention. New parts and control units are to be introduced as well. Various fuel pumps (except for the electric fuel pump), distributors, carburettors, common injector systems cannot be used with the present invention.

To modify existing traditional engines into new type engines as described in the present invention, we need to apply the following parts:

• An external supercharging system which allows for lower rated RPM;

e Two or four-cam camshafts with symmetric cam profile;

• Combined spark plug and their connectors and adaptors;

• Combined Diesel injectors; • Diesel fuel delivery and metering system which is adapted to work with combustion and exhaust strokes only (other strokes eliminated);

• Connector and adaptor tubes with external and/or internal threads at their end.

New engines, designed and manufactured to fit the requirements of the present invention, also contain the following parts, which are part of the invention and were unknown so far:

• An external supercharging system which allows for lower rated RP ;

• Two or four-cam camshafts with symmetric cam profile;

• Blow tubes with external threads at their both ends;

• Protective valves against backfire;

• Metering system with magnetic control or combined metering system with magnetic

control.

Purposes of the invention

The traditional two-stroke engine (which operates with fuel-oil mixture in many cases) has induction, pre-compression, compression, combustion and scavenging phases. The traditional four- stroke engine has induction, compression, combustion and exhaust strokes. The purpose of the invention is to modify these engines into more efficient, more economical and more environment- friendly engine structures. Existing traditional engines can be converted, or totally new engine designs can be introduced. Purposes and goals are as follows.

• Lower rated RPM than before.

• We shall be able to modify existing engines into new type engines.

• Totally new engine designs are to be introduced.

• For engines similar to traditional two-stroke designs, one working (combustion) and one scavenging stroke shall happen at each crankshaft rotation, as before. Ability to run in both directions is to be kept. The engine does not have induction and compression strokes, inlet and transfer ports, carburettor, mixture lubrication, separated crankcases per cylinders, timing disc (depending on engine design) and mechanical fuel pump.

• For engines similar to traditional four-stroke designs with inlet and exhaust valves, one combustion and one exhaust stroke should happen per crankshaft rotation. New feature is the ability to run in both directions. The engine does not have induction and compression stroke, nor inlet port, inlet valve and its timing system, carburettor or common injector and mechanical fuel pump. In case of engine failure we want to lower the risk of the pistons hitting the valves.

• For engines similar to traditional rotary designs the working (combustion) and exhaust phases happen six times instead of three times per rotor revolutions. The engine eliminates induction and compression strokes, it does not have inlet ports, carburettor or single port injector, mechanical fuel pump.

• The new type of internal combustion engine performs better than traditional designs.

• The new type of engine consists of significantly less mechanical parts, it performs relatively more working (combustion) strokes, while the efficiency of the combustion (namely, the peak pressure of the combustion chamber and the efficiency of the aspiration) is independent of the actual RPM. • Increase the number of fuel types which can be used.

e Decrease fuel consumption pro lOOkm's (increase MPG), achieve better emission values. « Decrease the size, weight, production and operation costs of the engines whilst their

expected mileage is increased.

• The advantages are to be applied to those engines converted from traditional engines, this way one can further use their vehicles (automobile, motorcycle, ship, train, airplane, static engine).

Solution for the purposes listed above

We have identified engine strokes that cannot be left behind. After eliminating all other strokes, we have the necessary strokes. Based on these, a new kind of engine operation is invented. Having new engine designs, and having the conversion method for existing engines, these engines will have working (combustion) and exhaust strokes or working (combustion) stroke with scavenging. This means two-stroke operation and one-stroke operation: number of strokes are reduced.

Furthermore, the invention consists of the following:

• external supercharging/boost system;

• camshaft with two or four cams per exhaust valves, cam profile is symmetric;

• combined spark plug and its connector with flat or cylindric design;

• combined Diesel injector;

• modified Diesel fuel metering and fuel delivery system;

o blow tubes with external threads at both ends;

• connectors/adaptors with external and/or internal threads;

• pre-chamber with decreased cubic volume;

• various kinds of inlays which decrease the cubic volume of the combustion chamber;

• anti backfire valve;

• metering system with magnetic control or combined metering system with magnetic

control.

All engines belonging to the above described branch (1) (new engine designs) and branch (2) (conversion of existing engine designs) fulfil the requirements listed here. These all work without induction and compression strokes. They work at a reduced number of strokes: 2 or 1 stroke(s) instead of 4 or 2 strokes. In both branches, the first two engine types (namely l.a, l.b, 2. a, 2.b) perform one combustion (working) strokes per cylinder per crankcase revolution. Third types (namely l.c and 2.c) perform six working strokes per chamber per rotor revolution. Engine type l.d performs eight or nine working strokes and the same number of scavenging stroke, depending on engine layout.

At these engines the compression peak pressure and boost efficiency becomes RPM-independent and controllable. Depending on engine layout there is no transfer port and inlet port, inlet valve and its timing system, mixture lubrication, separated crankcases per cylinder, timing disc, carburettor and single point injector, mechanical fuel pump, etc. Expected mileage is increased. More fuel types can be used. Engine size and weight is reduced. Existing traditional engines can be converted to new type of engines. After the conversion engine efficiency is increased, emissions are better.

First and second engine types in both branches (namely l.a, l.b, l.a, l.b) can run in both directions which is very useful in applications like ships and vessels. Using the symmetric cam profile highly reduces the risk of the piston hitting the valves in case of engine failure. As a result of the above advantages, all existing engines can be used much further than their originally expected mileage.

As per the present invention, the 1st branch of engines (l.a, l.b, l.c, l.d) can be constructed of the materials and parts used at traditional two- or four-stroke engines. The 2nd branch of engines (2.a, 2.b, 2.c) are the conversions of the existing two-stroke, four-stroke and rotary engines.

Engines belonging to both branches have combustion (work) and exhaust stroke or combustion (work) stroke and scavenging phase. There is no induction and compression stoke, therefore these engines run at a reduced number of strokes. This option is made possible by the following devices which are part of the present invention:

• external supercharging/boost system;

• camshaft with two or four cams per exhaust valves, cam profile is symmetric;

• combined spark plug and its connector with flat or cylindric design;

• combined Diesel injector;

• modified Diesel fuel metering and fuel delivery system;

• blow tubes with external threads at both ends;

• connectors/adaptors with external and/or internal threads;

• pre-chamber with decreased cubic volume;

e various kinds of inlays which decrease the cubic volume of the combustion chamber;

• anti backfire valve;

• metering system with magnetic control or combined metering system with magnetic

control.

The external supercharging/boost system provides the following:

• running at a decreased number of strokes;

e RPM-independent combustion chamber peak pressure and charge efficiency;

• combustion chamber peak pressure and charge efficiency can be controlled so that the air- fuel mixture and its burning are at their optimum.

The new engines have higher performance compared to traditional engines, while their RPM is lower. At the same time such engines have less bore and stroke, or smaller chamber/rotor size, or less chambers/rotors, or less cylinders - depending on the given engine layout.

The cubic volume of these engines is not given by their bore/stroke or chamber/rotor size. Rather, the main factor is the combustion chamber volume. This is slightly affected by the displacement of the engine and the pressure of the compressed air. Stroke length is calculated to best utilize the power of the combustion phase. The newly designed engines have better fuel consumption values. This is true in case of the converted traditional engines as well, therefore these are more efficient and environment friendly compared to their traditional stage. 1st and 2nd type engines belonging to both branches (i.e. l.a, l.b, 2.a, 2.b) can run in any directions, which is an advantage in applications like ships/vessels. All engine types can run on various fuels. The external supercharging system allows for a selection of new, environment friendly and economical fuel types. The symmetric exhaust cam profile allows for the two-direction run. This also reduces the risk of the pistons hitting the valves in case of engine failure.

According to the present invention, the following parts and devices are needed to convert a traditional engine into a new type of internal combustion engine:

• combined spark plug and its connector with flat or cylindric design;

• combined Diesel injector;

• modified Diesel fuel metering and fuel delivery system;

• blow tubes with external threads at both ends;

• connectors/adaptors with external and/or internal threads;

• pre-chamber with decreased cubic volume;

o various kinds of inlays which decrease the cubic volume of the combustion chamber;

• anti backfire valve;

• metering system with magnetic control or combined metering system with magnetic

control.

The newly designed engines have the following devices:

• anti backfire valve;

• metering system with magnetic control or combined metering system with magnetic

control.

The working cycle of the engines, differently to the existing/traditional engines, is as follows. At the starting of the engine, the engine is right before ignition (or self ignition) position. The engine receives the required amount of compressed air and injected fuel (or the mixture of compressed air and fuel). The engine rotates and gets ignition (or the self ignition happens). Combustion (working) stroke begins. This is followed by the exhaust stroke or the scavenging phase.

First type of engines in both branches (l.a and 2.a), cylinder and piston engine: the piston goes towards bottom dead centre (BDC) and opens exhaust port or ports and exhaust stroke begins. This is finished when the piston starts its movement towards top dead centre (TDC) and the port(s) are closed.

Second type of engines in both branches (l.b and 2.b), cylinder and piston and valve engine: exhaust valves are opened at BDC position of the piston. The exhaust stroke begins. The piston moves towards TDC and before it reaches TDC, the exhaust valves are closed.

Third type of engines in both branches (l.c and 2.c), chamber+rotor (rotary) engine: any of the rotor's combustion chamber reaches work (combustion) stroke. As the rotor turns, the stroke begins. The engine can run on its own from this point. The chamber reaches the exhaust port and the exhaust happens. Fourth type of engines (l.d), one-cylinder engine with any number of pistons. This includes the layout of four ignition chamber per rotor. At the start of the engine, two chambers start the combustion stroke at the same time. This starts the rotary movement and the other two combustion chambers (90° from the first two) reach the exhaust chambers and the exhaust happens. As the rotor turns, the combustion chambers reach the combustion position, so that the phases are repeated. The compressed air and the injected fuel (or the mixture of compressed air and fuel) gets into the chamber and the combustion happens again. In case of the three ignition chamber rotor the chambers are at 120° from each other. The combustion chambers of the stator are positioned respectively. As the chambers are aligned they receive the compressed air and the injected fuel (or the mixture of compressed air and fuel). Then the mixture is (self) ignited and the combustion stroke happens. The rotor turns and the chambers are aligned to the compressed air inlets. The chambers receive the compressed air which help the scavenging effect. The rotor then reaches the exhaust ports and the exhaust itself happens (helped by the compressed air previously blown into the chambers). As the cycle repeats, the engine starts to work.

The invention includes an external supercharging system. The compressed air is not provided by the internal combustion engine but by the multi-level, air or liquid cooled air compressor of the external supercharging system. The rated pressure is 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The applied compressor is belt driven from the crankshaft of the internal combustion engine or from an electric motor. It has proper noise insulation and it has a cooler to prevent the overheating of the compressed air. The supercharging/pressurizing system has the following parts:

• Air containers (starter and working containers) for compressed air at 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application;

• Consoles, mountings and fasteners of the above;

• Control units which control the compressed air supply for the engine;

• Compressed air pipes and hoses which connect all of the required parts to the engine and to the air containers; Connectors and fasteners of these;

• Pressure and other gauges;

• Check valves, blow-off valves, solenoid valves; Bleeding nuts/bolts, valves or taps.

At the occasional repair of the above parts special care should be taken in terms of safety and security. Compressed air can be dangerous and it is not known to most of the mechanics.

The system may also contain the following, as needed by the given compressor and engine configuration:

• air, oil and water filters with disposable filter element that matches the requirements of the engine itself as well;

• electric wires and their fasteners and connectors;

• solenoids and switches, micro switches, LEDs, control lamps, fuses;

• in certain applications an ECU (Electronic Control Unit) or microcomputer;

• nuts, bolts, screws, washers, or any other fasteners which hold the above listed parts on their places. The external supercharging system consists of already known parts which fit the new system (e.g. the multi-level air compressor and the compressed air provided by these), and yet unknown parts and methods which are covered by the present invention (e.g. using compressed air for running an internal combustion engine).

The external supercharging system provides the compressed air at a pressure of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The source of the compressed air is a multi-level air compressor which can be air or liquid cooled. As the given application requires, it may have proper noise insulation. The system has an air cooler which prevents the overheating of the compressed air. The compressor is driven from the engine crankshaft (by belt drive or any other kind of drive) or by an electric motor. It also has consoles and mountings which allow proper installation in the engine bay / on the engine itself. Depending on the given layout, it has v-belt pulleys, v-belts, electric motor or any other kind of drive, nuts, bolts, washers etc. If the compressor is liquid cooled, it has to be connected to the cooling system of the internal combustion engine. If the compressor is air cooled, proper air supply and efficient ventilation must be provided. The air filter of the compressor can be replaced with one with a disposable filter element that matches the

requirements of the engine itself as well.

The external supercharging system has a smaller (starter) and a larger (working) air tank which contain compressed air. Both tanks have a bleeding nut, bolt, valve or tap. The tanks are interconnected via an air valve which prevents air flowing from starter tank to working tank before a given pressure is reached. As the pressure reached this preset value, the working tank is being filled. The two tanks together provide the air pressure necessary to the proper running of the engine. The pressure is provided by the multi-level air compressor.

There is a check valve between the starter tank and the air compressor. The starter tank is equipped with the following:

• water filter, oil filter;

• solenoid air valves;

» a pressure sensor electric switch;

• an air pressure control valve which can alternatively operated by the throttle pedal.

When the starter tank has too low pressure, and one tries to start the engine, the pressure sensor switch does the following. If the compressor is driven by the engine (v-belt or other drive), the ignition is inhibited and there is no compressed air blown in, nor fuel injection (or air-fuel mixture blown in). If the compressor is driven by an electric motor, the starter is inhibited until the pressure is sufficient for performing a proper starting process.

As the starter tank reaches the rated pressure, the following happens. In case of belt-driven compressor the engine receives the compressed air and the fuel injection (or the mixture of compressed air and fuel) and the ignition is enabled at the same time. The engine starts. In case of electric motor driven compressor, the pressure switch switches on the power supply of the starter motor, the ignition circuitry, the crankshaft position sensor (of the ignition and/or the solenoids of each cylinder), and the solenoid valve of the starter tank. As the starter motor starts to rotate the crankshaft, the process goes on and the internal combustion engine is started. Besides all of the above, the compressed air supply system also consists of the following, which are my inventions and part of the present invention:

• anti backfire valve,

• or blow tube with an anti backfire valve connected to it;

• or combined spark plug with an anti backfire valve connected to it;

• or combined Diesel injector with an anti backfire valve connected to it;

• metering system with magnetic control or metering system with combined magnetic

control.

As required by the given application, the following may be installed as well:

• various pipelines for the compressed air;

• electrical wiring harness and its fasteners, connectors etc;

• pressure and other gauges;

• relays, switches, micro switches, LED or other control lights, fuses;

• mountings, consoles, fasteners with their nuts and bolts and washers etc., as required.

In this invention the combustion chambers have inlet blow tubes and anti backfire valves. In the future these can be replaced with solenoid valves (or any other new blow/injection method) which fit the requirements of the working engine, provided they are able to provide the necessary pressure at the given engine temperature.

Using the external supercharging system, when the engine is in engine brake mode (i.e. the gearbox is not in neutral and accelerator is released) the engine does not receive compressed air, neither fuel injection (or the mixture of compressed air and fuel). If there is an ignition system, ignition is inhibited as well.

In case of traditional layout (gearbox and clutch pedal) this can be achieved as follows. The system is equipped with a relay which is controlled by micro switches located at the clutch pedal, the accelerator pedal and the gearbox rods/levers. The gearbox operating rod has a steel rod installed on it. This additional rod has a diameter of 2-3mm and it is fixed on the original operating rod, parallel to each other. The rod is fixed with ABA clamps at its ends. The installation must not interfere with the gear change process. The rod (between the two clamps) is a little bit longer than the free movement in neutral (between the gear positions). The lever of the micro switch is actuated by the additional rod when the gearbox is in neutral position. When the gearbox is in any of the gears, the rod is rotated and the micro switch is not actuated anymore. If the accelerator is released and the clutch is not depressed then these three switches turn the relay on. This signals the engine brake mode, when there is no compressed air and fuel injection supply (or mixture of compressed air and fuel supply) to the engine and there is no ignition either. This is controlled by a crankshaft position sensor and an electronic control unit (ECU). This setup ensures zero compressed air and fuel usage in engine brake mode. Ignition is inhibited as well.

In case of automatic gearbox the same principles can be applied, with slight modifications as required by the given gearbox setup. According to the invention, the status of the external supercharging system is displayed on the instrument panel. This can be - similarly to electric charge, airbag, etc - a red warning light which depicts an air tank. In sport car versions this can be replaced with an analogue gauge for the air tank pressure, or even an air tank icon which can be partly or fully lit by multi-colour LED's.

The driver can control the pressure of the compressed air being used, as required by the quality (knock resistance) of the given fuel type. The pressure can be controlled by an ECU as well. The pressure can be raised by the accelerator when the driver needs high engine performance (fast acceleration, etc).

Details of the external supercharging system is shown mfig.l. A internal combustion engine is outlined with as many details as needed in the current explanation. The internal combustion engine has (9) exhaust port and (15) spark plugs. The engine can run in directions shown by (29) arrows. It also has (1) engine block, (10a) anti backfire valve, (17) blow tube, (28) fuel injector, (92) fuel pipe/hose. The fuel pipe or hose connects the fuel injector to the (95) fuel pump which delivers at 2- 4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The fuel injector has an (28a) electric connector which is connected (wired) to the ECU. There is a (89) multi-level air compressor which is either driven directly from the internal combustion engine (via v-belt pulleys or any other method) or driven by an electric motor. The compressor has a disposable air filter element that matches the requirements of the engine itself as well. Air is compressed by the compressor. To prevent overheating of the compressed there is a (90a) compressed air cooler installed. Air is then fed into (93) starter and (94) working air tanks. The tanks have (88) check valve, (88a) blow-off valve and (87a) bleeding nut/bolt/tap. The two tanks are interconnected via the (87) adjustable air valve. This valve allows air supply to the working tank only after the starter tank has reached its rated pressure. At this point there can be air and oil filters if needed. Air supply from the starter tank to the internal combustion engine is controlled by the (85) solenoid valve. This is turned on or off by the (86) electric switch which is already described above. Air pressure (to the internal combustion engine) is controlled with the (86a) adjustable valve. When the compressed air reaches the (64) magnetic fuel metering system, its flow (volume) is sufficiently controlled. Compressed air is finally controlled with the (84) solenoid valve, from which the compressed air flows through the (10a) anti backfire valve, into the (17) blow tube and then into the combustion chamber of the internal combustion engine. The (84) solenoid valve and the (96) crankshaft position sensor (and its control unit) are connected with the (84a) electric wire. The required amount of fuel is supplied by the (28) fuel injector which - together with the (84) solenoid valve - is connected to the anti backfire valve top end (inlet end). The fuel injector receives the fuel from the (95) fuel pump via the (92) fuel hose/pipe. The fuel pump works at 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The fuel injector has an (28a) electric connector which is connected to the ECU. In the schematic there are (90) compressed air and (91) pressure controlled compressed air hoses shown as well.

The invention covers the camshaft which has two or four cams per exhaust valve. If the camshaft has two cams per exhaust valve then it has symmetric cams and the two cams are aligned 180° to each other. This allows the camshaft (thus the engine itself) to run in any direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Valve lift can be as low as 1/3 of the original valve lift but it must never exceed the original valve lift itself. Material of the camshaft is similar to the traditional camshaft materials. It can be solid or hollow (for lubrication or weight loss purposes). Most importantly there is no cam for the inlet valve(s), no drive for fuel pump or ignition distributor. Cams are aligned so as all the pistons at the same position have the same valve timing. As an example, in case of an inline four cylinder internal combustion engine, all exhaust valves of cylinders #1 and #4 start to open when the piston leaves BDC and they start to close before it reaches TDC. The same is true for cylinders #2 and #3. Same rules are to be kept in case of engines with odd number of cylinders. Independent of the number of cylinders, if a cylinder has more than one exhaust valve, the camshaft has the same setup (two cams for each valve). If the camshaft has four cams per exhaust valve the cam profile is symmetric and cams are aligned 90° to each other. This allows the camshaft (thus the engine itself) to run in any direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Valve lift can be set from 1/3 of the original valve lift (min) to 2/3 of the original valve lift (max). Material of the camshaft is similar to the traditional camshaft materials. It can be solid or hollow (for lubrication or weight loss purposes). Most importantly there is no cam for the inlet valve(s), no drive for fuel pump or ignition distributor. The four-cam camshaft runs at 1/4 RPM of the crankshaft. In case of engines with more than two cylinders and an even number of cylinders (i.e. 4, 6, 8, etc) cams are to be aligned so as pistons with the same position have the same valve timing. As an example, in case of an inline four cylinder internal combustion engine, all exhaust valves of cylinders #1 and 84 start to open when the piston leaves BDC and they start to close before it reaches TDC. The same is true for cylinders #2 and #3. Same rules apply in case of engines with odd number of cylinders. Independent of the number of cylinders, if a cylinder has more than one exhaust valve, the camshaft has the same setup (four cams for each valve).

Both the two-cam and four-cam camshafts (as described above) have the advantage of reducing the risk of the pistons hitting the valves in case of an engine failure. Exceptions are engines where exhaust valves are located and positioned in the plane of the cylinder head (e.g. Diesel engine with pre-chamber and exhaust valve).

The camshaft with two cams per exhaust valve is shown 2 and fig. 3. Details are as follows. Fig. 2 shows the camshaft of a four-cylinder engine with one exhaust valve per cylinder. The camshaft has two cams per (13) exhaust valve. It can either be solid or hollow for lubrication or weight loss purposes. Cams are symmetric and they are aligned at 180° to each other. At one end of the camshaft there is enough room provided for a (13d) cogwheel, sprocket or drive belt pulley. These are secured by (13b) a key, latch, pin etc. They have (13c) nut or bolt as a fastener. The camshaft has a (13e) oil seal and (13f) bearings. Fig. 3 shows symmetric (13g) sides and (13h) profiles which allow for any running direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Therefore this camshaft can run in any of the directions shown by the (29) arrows.

The camshaft with four cams per exhaust valve is shown in//g. 4 and //g. 5. Details are as follows. Fig. 4 shows the camshaft of a four-cylinder engine with one exhaust valve per cylinder. The camshaft has two cams per (13a) exhaust valve. It can either be solid or hollow for lubrication or weight loss purposes. Cams are symmetric and the four of them are aligned at 90° to each other. At one end of the camshaft there is enough room provided for a (13d) cogwheel, sprocket or drive belt pulley. These are secured by (13b) a key, latch, pin etc. They have (13c) nut or bolt as a fastener. The camshaft has a (13e) oil seal and (13f) bearings. Fig. 5 shows symmetric (13g) sides and (13h) profiles which allow for any running direction. Any (the trailing or the leading) profile of the camshaft can be the loaded or the unloaded side. Therefore this camshaft can run in any of the directions shown by the (29) arrows.

The invention covers the combined spark plug and its flat or cylindric connector or adaptor. These are used on the non-Diesel version of new type internal combustion engines with external supercharging system, with combustion (work) and exhaust stroke only. The combined spark plug is constructed of the same materials as the conventional spark plugs. The centre (positive) electrode is in the centre of the insulator. The insulator is in the stepped cylindric spark plug body: the hexagon, shell, gasket, external thread etc. The centre electrode is made of the same material as in case of traditional spark plugs. According to the present invention, the centre electrode has a bore in its whole length. It has external threads at its top end (terminal). This threaded end perfectly fits the flat or cylindric connector of the spark plug cable. The pipe or hose of the compressed air or the mixture of compressed air and fuel is also connected to this threaded end. The centre electrode has cams or pegs at the half of its length to prevent turning within the insulator body. The centre electrode has a slightly larger diameter at its bottom end, because of the high temperatures of the combustion chamber. The combined spark plug has one or one ground electrode(s) at its bottom end, below the external threads which fit the spark plug threads in the cylinder head. Between the ground electrode(s) and the centre electrode is the electrode gap. The combined spark plug, as described here, is a replacement of traditional spark plugs.

The combined spark plug, according to the invention, is interchangeable with the traditional spark plugs while most of the sizes match. The main difference is that the centre electrode is not solid but it has a bore thus it is similar to a pipe or tube. Therefore the centre electrode has a larger outer diameter than in case of the traditional spark plugs. The outer shell and the thread of the combined spark plug has the same outer diameter as before. To keep these sizes, while the centre electrode has a larger diameter, the shell is a little bit thinner and the insulator has a lower wall thickness as well. The spark plug connector / terminal is different too: this has a threaded layout. The flat or circular connector is made of copper or any other feasible metal material. The flat and rectangular connector which fits the threads of the combined spark plug at its longer side. It is located at the bottom of the treaded part. The threads of the connector can be prepared by punching or tapping. The other side of the connector is tapered at the end, and it has dents at about the middle of both sides. The dents match the connector, therefore they prevent unattended disconnection. The tapered end helps the easy connection / installation. The flat and circular connector or adaptor is prepared of the same rectangular sheet. After the threaded part the connector or adaptor is bent to form a small cylinder. The outer diameter of this cylinder is the same as the outer diameter of the terminal of the traditional spark plug. Therefore it has a circular dent at its middle, similarly to the terminal end of a traditional spark plug. This prevents unattended disconnection. This can be connected to the original spark plug cable. The both the flat and the flat-and-circular connectors need to be properly insulated since the original spark plug connector insulations do not cover this assembly. The flat connector needs its counterpart which connects to the spark plug cable (where it connects to the combined spark plug).

The combined spark plug as described in this invention is used for converting existing two- or four- stroke, non-Diesel engines into new type of internal combustion engine. It increases efficiency and reduces operation costs. It keeps the basic function of the original spark plug (i.e. igniting the air-fuel mixture). As an added feature, it has a bore in the whole length of the centre electrode. Through this bore the compressed air (or mixture of compressed air and fuel) can be blown into the combustion chamber.

As described above, the invention covers a combined spark plug which is shown in fig.6, item 15a.

The (30) center electrode has a (30c) bore through its whole length. On the upper part, not covered by the insulator, there is (30a) external thread and hexagon. These allow for connections of the spark plug cable and the compressed air (or mixture of compressed air and fuel) pipes/hoses. The center electrode has cams/hexagon shape at half of its length, which eliminates the possibility of turning around within the insulator. The lower end of the positive electrode, close to the ground electrode, is bigger in its diameter (see 30d). This is required by the electric spark and the high combustion chamber temperature. The centre electrode is located in the middle of the insulator which has a (34a) washer ring between itself and the outer shell. The outer shell is stepped (31). There is (31a) hexagon and (35) thread on the outer shell. A washer ring is located between the spark plug and the cylinder head. The combined spark plug also has one or more (36) spark gap(s) and one or more (37) ground electrode(s). The insulator is (33) flange-mounted within the outer shell.

As described above, the invention covers the flat [fig. 7, item 30e) and the flat and circular (fig. 8, item 30f) combined spark plug connector or adaptor. Material of these parts is copper or any feasible metal. The flat, rectangular connector has the same thread as the combined spark plug 30g terminal. This thread is located on the longer edge of the rectangle. The opposite side is (30h) tapered. Going back from its end, the rectangle has (30i) punctual dents at both sides. The dents prevent unattended disconnections, while the tapered edges help smooth connections during installation. The (30f) flat and circular (cylindrical) connector or adapter is made of the same flat rectangle with the same (30g) thread. Over the threaded part, the material of the connector is bent to form a small cylinder, with a circular nut around it (at its half length). This shape is similar to the shape of the terminal connector of a traditional spark plug. This shape prevents unattended disconnections.

Part of the invention is the combined diesel injector which is used at new type of Diesel engines with combustion (work) and exhaust stroke only. It is prepared by the conversion of traditional Diesel injectors. It is cylindrical and stepped through its length. It consists of two steel shells screwed together with threaded connection. The upper jet holder shell has a hexagon (for given size of spanners), two external threads and an internal thread, and two leak-off ducts. As in the well known models, the fuel delivery pipe connects to the external thread on the top of the jet holder shell. The diameter of the fuel inlet duct is not altered. Neither is altered the fuel duct within the wall of the jet holder shell, to the insertion disc. The original leak-off ducts were opposite to each other (at 180°). One of them stays as it is. The other one is moved to the opposite side of the fuel duct that leads to the insertion disc. This means it is 180° from the fuel duct and 90° from the original leak-off duct. It is installed on the outer housing, keeping the original functions and hole patterns. To the original place of this part there is a connection stud for the compressed air. This stud connects to the jet holder and to the anti backfire valve by threads and copper washers. This stud has a hexagon surface to allow for easy installation. This stud has a bore for compressed air. This bore is 4 times larger in its diameter than the four smaller ducts that flow the compressed air further. The four smaller ducts lead the compressed air within the jet holder shell wall, until the insertion disc, in a special way: they are located next to each other, opposite to the fuel jets. Their distance from the centre of the jet holder is equal to the fuel jet distance. The fuel jet holder shell connects to the fuel jet holder nut so that the fuel injector jet and the insertion disc can assembled in the perfect alignment only. To achieve this, both of them have a small recess in their surface contacting the shell. The shell has small pegs which exactly fit the recesses. These are necessary for the following. Both parts have the previous fuel duct which are now closed in the middle, therefore one of the halves now has a perfectly smooth and airtight surface. In the other half we keep the original fuel duct. The now separated fuel duct parts (upon each other) will now have fuel path of the insertion disc and the injector jet, with the original bore size and quantity. Using this alignment the fuel path is still secure while the closed parts of the insertion disc and the fuel jet have four paths for compressed air (next to each other). They connect together in an upper section: when the jet holder nut is in place and it is tightened, the four air paths located in the lower part of the jet holder shell (closed with the insertion disc) are constantly connected to the four air paths in the insertion disc. These are in turn interconnected with the four air paths of the fuel injector jet. Going along the jet wall, never crossing the fuel paths, exit partly surrounding the jet nozzle.

The setup outlined above makes possible the compressed air to reach the combustion chamber. The compressed air is provided by the external supercharging system, controlled by solenoid valve(s). The fuel delivery system works with a magnetic metering system. The fuel is injected into the combustion chamber in the required moment via a solenoid valve which is controlled by a crankshaft position sensor. The system also contains sealers, pressure rod, spring and spring preload disc. The injection of the required amount of fuel still happens at the middle of the jet nozzle. The combined Diesel injector can be installed in place of a traditional Diesel injector.

The combined Diesel injector, as described in the present invention, has almost the same size, main principle and layout as a traditional Diesel injector, with the following differences.

• The leak-off ducts are located 90° to each other on the jet holder shell (instead of the

traditional 180°).

• Above the original Diesel fuel pipeline there is an internal threaded connection at the place of one of the original leak-off ducts. Into this connection a new part is inserted, which is a stud with a bore through its whole length. The stud has hexagon for easy installation. The stud has external thread at both ends, and is sealed with copper washers.

• The anti backfire valve connects to the stud with internal thread. The jet receives the

compressed air through this valve.

• The jet has air paths. The combustion chamber is filled with compressed air through these paths. The compressed air is provided by an external supercharging system.

The combined Diesel injector, as described in the present invention, applied to engines converted from traditional to new type of internal combustion engines, increases efficiency and economy, while it kept its original function (injecting fuel into the combustion chamber). This is done via altered fuel paths but at the very same entry point, at the centre of the jet nozzle. The leak-off ducts are modified as well. As an added function, the combined Diesel injector leads the necessary amount of compressed air into the combustion chamber. The compressed air is provided by external supercharging system and the process uses a crankshaft position sensor as well. The combined Diesel injector, as described in the present invention, can be seen in Fig.9, item 14a. It is cylindrical and stepped at its different sections. It consists of two steel cases, fitting together with treads. The upper (45) jet holder shell has a hexagon (for given size of spanners), two external threads and an internal thread, and two leak-off ducts. As in the well known models, the fuel delivery pipe connects to the (38) external thread on the top of the jet holder shell. The (39) diameter of the fuel inlet duct is not altered. Neither is altered the (40) fuel duct within the wall of the jet holder shell, and (40a) then on to the insertion disc. The original (44) leak-off ducts were opposite to each other (at 180°). One of them stays as it is. The (44a) other one is moved to the opposite side of the fuel duct that leads to the insertion disc. This means it is 180° from the fuel duct and 90° from the original leak-off duct. It is installed on the outer housing, keeping the original functions and hole patterns. To the original place of this part there is a (46) connection stud for the compressed air. This stud connects to the jet holder and to the anti backfire valve by (42) threads and (42a) copper washers. This stud has a (43) hexagon surface to allow for easy installation. This stud has a bore for compressed air. This (41) bore is four times larger in its diameter than the four smaller ducts that flow the compressed air further. The four smaller ducts lead the compressed air within the jet holder shell wall, until the insertion disc, in a special way: they are located next to each other, opposite to the fuel jets. Their distance from the centre of the jet holder is equal to the fuel jet distance. The fuel jet holder shell connects to the (49) fuel jet holder nut so that the (53) fuel injector jet and the (51) insertion disc can assembled in the perfect alignment only (52, 52a). To achieve this, both of them have a small recess in their surface contacting the shell. The shell has small pegs which exactly fit the recesses. These are necessary for the following. Both parts have the previous fuel duct which are now closed in the middle, therefore one of the halves now has a perfectly smooth and airtight surface. In the other half we keep the original fuel duct. The now separated fuel duct parts (upon each other) will now have fuel path of the insertion disc and the injector jet, with the original bore size and quantity. Using this alignment the (40a) fuel path is still secure while the closed parts of the insertion disc and the fuel jet have four paths for compressed air (next to each other). They connect together in an upper section: when the jet holder nut is in place and it is tightened, the four air paths located in the lower part of the jet holder shell (closed with the insertion disc) are constantly connected to the four air paths in the insertion disc. These are in turn interconnected with the four air paths of the fuel injector jet. Going along the jet wall, never crossing the fuel paths, exit partly surrounding the jet nozzle.

The setup outlined above makes possible the compressed air to reach the combustion chamber. The compressed air is provided by the external supercharging system, controlled by solenoid valve(s). The fuel delivery system works with a magnetic metering system. The fuel is injected into the combustion chamber in the required moment via a solenoid valve which is controlled by a crankshaft position sensor. The system also contains the (50) pressure rod, (48) spring and (47) spring preload disc. There is a (54) seal between the injector and the cylinder head.

The invention covers the modified Diesel metering system. This is applicable for Diesel engines with any number of cylinders and with combustion (work) and exhaust stroke only, equipped with external supercharging system. Both solutions are similar to the traditional Diesel fuel

delivery/metering systems, in terms of their material, parts list, manufacturing process. Differences are as follows. In case of engines working with even number of cylinders, cylinders with the same piston phase injected fuel in an alternating way. From now on, both cylinders have to inject fuel at every crankshaft turn (i.e. at the same time). Take a four-cylinder inline Diesel engine as an example.

Suppose all cylinders work. Suppose cylinder #1 and #4 moves together. We have to connect the high pressure fuel lines together as follows: 1 and 4, 2 and 3. The fuel line which connects the dosing pump with injector #1 and #4 are now connected together, and from this connection new fuel lines go to both injectors. Similar interconnection needs to be installed between injectors #2 and #3. Of course one connecting module can be used for the whole system, until #l+#4 and #2+#3 has separate connection within the assembly. At the dosing pump the fuel quantity (per injector) is increased to double of the original. The modified engine now has 200% of effective cubic volume and has 300% performance. With the above principle and with my other inventions we can reduce the cubic volume and performance of the engines - thus the fuel quantity can be reduced at the dosing pump as well. This applies for the whole RPM range. This way we can apply settings to get back to the original performance of the engine, which is now achieved with 1/3 less cubic volume.

Besides the principles above, many other methods are there to ensure the fuel supply of the cylinders. For example the metering system (the dosing pump) works into a small capacity, high- pressure distributor tank. The tank pressure is sufficient for proper injection. Fuel (which is at injection pressure now) can be injected into the combustion chambers via solenoid valves as timed by a crankshaft position sensor and an ECU. Fuel quantity can be controlled by altering the opening or closing time of the solenoids.

For mechanical dosing pumps, instead of the original camshaft, new camshafts are installed with two cams per injector. The cams have the original sizes. They are set to 180° (exact opposite position) from each other. Their cam profile is symmetric to allow for any running direction in the future. Fuel quantity can be modified as necessary.

Diesel delivery systems based on other principles can be modified too, to fit the new type of internal combustion engine (with combustion and exhaust stroke only). In all cases, the ability to run in any directions shall be kept.

In case of engines working with one, two, or any odd number of cylinders, the original engine performs one fuel injection at every second crankshaft rotation (per one cylinder), near TDC. From now on, this is required for every crankshaft rotation. For mechanical dosing pumps, instead of the original camshaft, new camshafts are installed with two cams per injector. The cams have the original sizes. They are set to 180" (exact opposite position) from each other. Their cam profile is symmetric to allow for any running direction in the future. Fuel quantity can be modified as necessary. Diesel delivery systems based on other principles can be modified too, to fit the new type of internal combustion engine (with combustion and exhaust stroke only). In all cases, the ability to run in any directions shall be kept. Alternatively, the metering system (the dosing pump) can work into a small capacity, high-pressure distributor tank. The tank pressure is sufficient for proper injection. Fuel (which is at injection pressure now) can be injected into the combustion chambers via solenoid valves as timed by a crankshaft position sensor and an ECU. Fuel quantity can be controlled by altering the opening or closing time of the solenoids.

The invention also covers the blow tubes with external threads at both ends. These are applied to engines with combustion and exhaust strokes, or with combustion stroke and scavenging phase. The blow tubes are made of steel. They have a bore through their whole length. Their layout is similar to a pipe, they are cylindrical and stepped throughout their length. The larger diameter end is connected to the anti backfire valve. This connection is sealed with a copper washer. Near this end the tube has a hexagon for installation with spanners. The other end of the tube is tapered and is inserted into the cylinder head or into the adaptor or into the combined adaptor. The tapered layout ensures efficient sealing. It can be cylindrical (instead of tapered) as well, but in this case a copper washer is applied too. The length of the tubes depends on the given engine layout. The tubes deliver the compressed air (or mixture of compressed air and fuel) to the combustion chamber. The compressed air is provided by an external supercharging system.

The blow tubes (fig. 10 and 11) as described in the present invention are made of steel, and stepped, with a (17c) bore along their whole length. At the larger diameter end there is a (17a) external thread and a (17b) hexagon. The other end has (17d) cylindrical or (17e) conical/tapered external thread. The length of the (17) blow tubes depends on the given engine layout.

The invention also covers connector or combined connector inserts with outer and internal threads for Diesel engines. These are only applied to Diesel engines with combustion (work) and exhaust strokes. They are made of steel, stepped along their length, with an internal bore in their whole length. At the top end there is an internal thread which connects to the blow tube. There is a hexagon as well, for easy installation with spanners. Otherwise the connector or combined connector has the thread size and copper washer size of a traditional Diesel injector. The thread parameters make the connector be interchangeable with a traditional Diesel injector. The copper washer seals the connection between the connector tube and the cylinder head. In case of the combined connector there is a cylindrical part which protrude below the thread which fits into the fuel injector thread. The protruding part has smaller diameter than the thread. By adjusting the size of the protruding part we can adjust the cubic volume of the combustion chamber of small and midsized Diesel engines. Similarly to the connector insert, the cylindrical part has a copper washer. The connector insert or the combined connector insert leads the compressed air (or mixture of compressed air and fuel) into the combustion chamber. The compressed air is provided by the external supercharging system.

The connector insert described in the present invention is displayed in fig.12, item 55. It is cylindrical and it is made of steel. It is stepped along its length. It has a (55c) bore in its full length. The upper end has (55a) internal threads and (55b) hexagon. The other end has (55d) external thread. The lower end has (55f) cylindrical shape with (55e) copper washer.

The combined connector insert described in the present invention is displayed in fig.13, item 56. t is cylindrical and it is made of steel. It is stepped along its length. It has a (56c) bore in its full length. The upper end has (56a) internal threads and (56b) hexagon. The other end has (56d) external thread. Below this thread there is a (56f) cylindrical part which protrudes into the combustion chamber and reduces the cubic volume of it. The lower end has a (56e) copper washer as well.

The invention also covers the pre-chambers with reduced volume. This can only be applied to Diesel engines with combustion (working) and exhaust stroke only. See the pre-chamber in /g. 14 as an example of how to reduce the volume of the traditional pre-chambers. Pre-chambers in the example (and the different ones as well) are made of the material of the traditional pre-chambers. The production technology is the same as well. Their shape is cylindrical and there are diameter steps. Their outer dimensions and the positioning recess/pin are not changed. The new pre-chamber can easily be installed after the removal of the original one. The volume is now reduced to 1/3 of the original. In some engine layouts the cylinder interconnections are modified as well, such as the bores. In case of all types of pre-chambers, the outer dimensions remain unchanged. The only change is the volume, which is reduced to 1/3 of the original. Different pre-chambers and combustion chambers are prepared respectively. As part of the conversion it is necessary to reduce the combustion volume located within the piston (top) to their 1/3. The reduction volume contains the overall volume which can be measured between the cylinder head and the piston top at TDC. This is affected by the cylinder head gasket thickness as well. After the new type of pre-chambers are installed and the piston tops are modified, applying my inventions, the per-cylinder volume and the overall volume are all reduced by 1/3. According to my inventions (further engine modifications) the cubic volume of the engine is 1/3 less, it has the same performance, the fuel consumption pro 100 km's is 1/3 less, which means the emission is 1/3 less as well.

The pre-chamber with reduced cubic volume as described in the invention is shown in Fig 13. Its material and production technology is the same as in the case of the traditional pre-chambers. The sape is (57) cylindrical and it has diameter steps. Outer shape and dimensions are the same as the shape and dimensions of the traditional pre-chamber. The (57a) positioning recess/pin is not altered either. The new pre-chamber has (57c) 1/3 cubic volume compared to the original pre-chamber. The (57b) cylinder interconnections can be altered if this is required by the given engine layout. All pre- chambers are prepared to achieve a smaller combustion area (1/3 of the original).

Part of the invention is an inlay which reduces the size of the combustion chamber. The inlay can be cylindrical, semi cylindrical, or totally differently shaped. In case of engines with spark plugs, with or without any number of exhaust valves and in case of Diesel engines the inlay is located on the piston top. In case of rotary engines the inlay is located on the rotor. The inlay is applied to engines with combustion (working) and exhaust strokes only. The inlay is made of steel or of any feasible material. It may have interconnected swirl pockets if needed. The combustion chamber of the conventional two- or four-stroke petrol engines and Diesel engines is reduced to 1/3 of the original (or, as needed). The shape of the inlay perfectly matches the given piston and cylinder head. It perfectly matches the previously cleaned contacting surfaces. The inlays may be fastened to the cylinder head, to the piston or to the rotor, by a few bolts. The bolt has to be chosen and fastened with the consideration of the working cycle of the internal combustion engine. The inlay may or may not have holes or bores for the spark plug, one or more valve(s). In such cases the missing parts add to the total cubic volume. When calculating the volume, the cylinder head gasket thickness and all holes and bores on the inlay have to be considered.

According to the invention, fig. 15 shows an inlay without valve pocket(s). The inlay reduces the volume of the (58) existing combustion chamber. The material of the inlay is steel or any feasible material. The shape of the inlay is cylindrical. The (58c) inlay has a shape that perfectly match the combustion chamber. It exactly fits the contacting surfaces. It can be installed onto the cylinder head with bolts through its three or more (58a) holes. The inlay has a matching (58b) hole for the spark plug.

According to the invention, fig. 16 shows an inlay used for non-Diesel engines with one exhaust valve per cylinder. The inlay reduces the volume of the (59) combustion chamber. It is made of steel or any feasible material. It has cylindrical and flat shape. The (59e) inlay exactly fits into the combustion area of the cylinder head. The inlay has three or more (59a) holes and it can be fastened by bolts to the cylinder head, to the unused inlet valve, or to both. The inlay has matching openings for the (59b) spark plug and (59c) exhaust valve. The inlay has a pocket for the (59d) inlet valve, and an interconnecting track between the openings of the spark plug and the exhaust valve.

According to the invention, fig. 17 shows an inlay for non-Diesel engines with two exhaust valves per cylinder. The inlay reduces the volume of the existing (60) combustion chamber. The part is made of steel or any feasible material while it shape is cylindrical. The upper part of the (60e) inlay perfectly matches the shape of the combustion area in the cylinder head. The inlay has four or more holes for fastening purposes. The inlay can be fastened by bolting it to the unused inlet valve, to the cylinder head or to both of them. The inlay has openings for the 60b spark plug and the 60c exhaust valves. The inlay has a pocket for the (60d) inlet valve, and an interconnecting track between the openings of the spark plug and the exhaust valves.

According to the invention, fig. 18 (which is our example as well) shows an inlay for traditional diesel engines. The inlay reduces the volume of the (61) combustion chamber. It is made of steel or any feasible material. The shape can be conical, pocketed (with interconnecting track), or any other layout as required by the given (61b, 61c) combustion chamber layout. The 61c version can be omitted. The inlay can be fastened to the piston with one or more holes and bolts.

According to the invention, fig. 19 shows an inlay for a Diesel engine. The inlay is similar to the piston top layout. It is made of steel or any feasible material and reduces the volume of the (62) combustion chamber. The upper and lower part of the (62b) inlay matches the shape of the original combustion chamber. It perfectly fits into its place and its circular rim closes well. The inlay has four or more holes and the inlay can be fastened to the piston with flat-head bolts.

According to the invention, fig. 20 shows an inlay for rotary engines. The inlay reduces the (63) volume of the combustion chamber. It is made of steel or any other feasible material. It is rectangular, (63b) countersunk and curved. The inlay ensures the volume reduction of one combustion chamber. For fastening purposes six flat-head bolts are used, per inlay. The inlay has special holes that match the (63a) bolt head.

Next part of the invention is the anti backfire valve. It applied to engines with combustion (work) and exhaust strokes, or with combustion (work) stroke and scavenging phase. It has inner and external threads with copper washer seal. All parts of the anti backfire valve are made of steel. The body of the anti backfire valve has a cylindrical shape. Its end with external thread is the inlet port for the compressed air. The bore diameter in the upper part allows enough room for disassembling and assembling the valve spring, valve disc and a securing snap ring assembly. At the bottom of this bore is the valve stem bore. At the other end there is the valve seat. In this valve seat there are four or more transfer holes. The ports of these holes are within the valve perimeter and they do not touch the valve disc itself. At the section of the valve stem, the outer body has a hexagon for easy installation with spanners. At the lower end there is internal thread connection. In this body there is the valve assembly. The valve stem has a non traditional, conical end. The anti backfire valve can be connected to the blow tube, or to the combined spark plug, or to the combined Diesel injector, or to the adaptor insert, to the combined adaptor insert, or directly to the engine block or cylinder head. The valve lets the compressed air (or mixture of compressed air and fuel) through. The anti backfire valve is closed in its neutral state. It is opened by the presence of the compressed air (and/or fuel) and it lets the compressed air into the combustion chamber. It is resistant to the temperature of the internal combustion engine. It is resistant to the pressure raised by combustion stroke. It is also resistant to the high frequencies as the above parameters constantly and quickly change.

According to the invention fig. 21 shows the (10a) anti backfire valve with inner and external threads, with copper washer seal at these threads. At the (lOd) external threaded end it has a (lOd) port for the compressed air (or mixture of compressed air and fuel). The bore diameter in the upper part allows enough room for disassembling and assembling the valve spring, valve disc and a securing snap ring assembly. At the bottom of this bore is the valve stem bore. At the other end there is the (lOi) valve seat. In this valve seat there are four or more (lOh) transfer holes. The ports of these holes are within the valve perimeter and they do not touch the valve disc itself. At the section of the valve stem, the outer body has a hexagon or other feasible (101) shape for easy installation. In the lower end of the steel body the 10k outlet port is sized to allow for the easy removal and installation of the small valve. It can be connected by the lOj internal thread. Within the anti backfire valve assembly there is the small (lOg) steel valve, the (lOf) steel valve spring, the (lOe) valve disc and the (10b) snap ring.

The invention also covers the metering system with magnetic control and the combined metering system with magnetic control. The metering with magnetic control controls the amount of the compressed air. The metering system with combined control controls the amount of compressed air. The combined metering system with magnetic control controls the amount of compressed air and the amount of fuel as well. These metering systems are only applicable to engines with combustion and exhaust stroke, or with combustion stroke and scavenging. They are made of aluminium or an alloy of zinc and aluminium. Steel, copper, tin, plastic, etc can be used as necessary. The metering system with magnetic control has a body made of aluminium or aluminium-zinc alloy. The body is stepped cylindrical in its shape along its length. It has internal thread at both ends. In the larger diameter end there is a cylinder. In the cylinder there is a piston which moves the needle which in turn controls the amount of the compressed air. The piston is made of aluminium or aluminium-zinc alloy. The piston is moved by a cylindrical permanent magnet or electromagnet which is located outside the device body and it moves back and forth parallel to the device body. The piston, in its full width, has an inlay which either can be: a flat inlay which is spring-loaded by itself onto the inner surface of the piston; a cylindrical inlay with coupling claws; or a magnetic inlay. The coupling claw if the inlay is prepared of the inlay itself and these claws protect the inlay against unattended movement. The piston has its open end towards the incoming compressed air so that the steel piston ring has a constant preload. The needle which controls the amount of the compressed air is installed into the flat end of the piston (with threads or by any feasible method). It also has three to four interconnection holes for the compressed air. These let the compressed air through and these ensure an equal pressure at the two sides of the piston. The needle is made of steel and except for its connecting part, it is cylindrical at both ends and conical in between the ends. The conical part goes into the copper or steel jet which has external threads and flat surfaces on its side for easy installation. The free end of the needle has the above mentioned cylindrical parts and the lower diameter end of the conical part. The connection of the cylindrical and conical part never reaches the other end of the jet, not even at its full travel (maximum amount of compressed air). The metering system with magnetic control can be extended to the combined metering system with magnetic control, since the cylindrical end of the needle and its groove (which is just below the cylindrical part and is in right angles to it) has the same dimensions as the securing sleeve used for setting up the connection. In case of the combined metering system with magnetic control, it can connect the needle (which controls the amount of the compressed air) with the fuel [amount] needle. The needle of the compressed air is slightly out of the metering body (by the length of the cylindrical part of the needle). In this lower diameter part of the body there is an internal thread for jet installation. The compressed air jet with its external thread is located installed in this thread. The controlled amount of air goes through the port found here. This port leads to the end of the metering body, namely to the connection with internal threads. On the outside of the body there is a hexagonal part at this section, for easy installation. From here, the body is cylindrical all long to the larger diameter part. This allows the usage of, for example, a console peg which has respective clamp and securing screw at its upper end. Outside of the device body, at its larger diameter section, about the half length of it, is located the permanent or electromagnet with the desired magnetic power. The magnet can be moved along the body with the accelerator cable or any other feasible principle. The magnet is going to move the piston which in turn moves the needle (which controls the amount of the compressed air). The amount of controlled air is therefore easy to control from idle speed to maximum air volume. The front of the device body is closed with a plug which is made of aluminium or aluminium-zinc alloy and has a stepped cylindrical shape along its length. The plug has hexagon on its outside and an internal thread at the inside of the hexagon section. The other end has external threads and a spring holder bore. There is a copper washer seal between the plug and the body. The plug has a bore in full length. This bore lets the incoming compressed air into the cylinder so that it can reach the jet through the interconnecting bores of the piston. The control needle lets the air to the outlet port in the desired quantity. From here, the compressed air can go into the compressed air system (via an internal thread connection), or alternatively, in case of the combined metering system, into the fuel metering part, via external thread connection and copper seal. The fuel metering body is made of aluminium or aluminium-zinc alloy as well. Steel, copper, tin, plastic, etc can be used as necessary. The metering body is responsible for metering the fuel and mixing it with compressed air. The body consists of the intersection of either two cylindrical or one cylindrical and one prism body. The front of the horizontal part has external threads and it connects to the compressed air supply. There is a copper washer seal applied as well. If this part of the body is cylindrical then it has a hexagonal section to allow for easy installation with spanners. In the axis of the external threaded section there is a needle holder bore and the fuel quantity needle itself. This assembly is surrounded by four openings (two are located vertically and two are located

horizontally) for compressed air. The two horizontal inlets are parallel to the needle holder bore so that they join the mixture bore besides the fuel jet. Of the vertical inlets, one inlet (the lower one with smaller diameter) connects to the upper (air) part of the float chamber in a special way not to aim towards the fuel. A deflector can be applied as necessary. From this air room the compressed air has a return line before the inlet manifold. This line connects into the fuel needle holder, from below, and its diameter may be identical to the needle holder bore diameter. This ensures the float chamber has the same pressure as the compressed air. Of the vertical inlets, the other inlet (the upper one) joins the needle holder bore, where the other inlet joins as well (from below). The compressed air flows through these inlets and the generated depression draws in the fuel, through the fuel line which is connected to the float chamber located below the device. The fuel line ends within the float chamber, below its set level, thus its end is immersed in fuel. The end of the needle holder bore has an internal thread which holds the fuel jet itself. The jet has flattened sides to allow for easy installation. The compressed air and fuel mixture bore is axially aligned with and positioned near the above described fuel jet assembly. The mixture bore has such dimensions that allow easy removal and replacement of the fuel jet. The mixture bore has a mixture cylinder installed. By its own spring effect the mixture cylinder is tightly fitted to the mixture bore. The mixture cylinder has positioning claws. The claws are bent inwards, prepared of the material of the cylinder. The claws are sized so that they cannot interfere with the needle at any of their relative position. The claws which are located after the default position of the needle can be longer. The fuel needle is made of steel, one part is cylindrical and stepped, while the other end is slightly conical which goes into the fuel jet. The needle moves within the fuel jet and the needle is slightly protrudes out of the fuel jet at full power position. The needle modifies the cross section of the jet as it moves within the jet, therefore the fuel quantity can be controlled from idle speed to maximum RPM. The cylindrical end of the needle (with smaller diameter) fits the connection sleeve described above. The larger diameter part fits the needle holder. The cylindrical part has a groove on it (in right angles to its axis). The connection sleeve can be secured to this groove with a safety tab. The connection sleeve and the safety tab together connect the compressed air needle to the fuel needle. After the mixture tube there is an internal threaded connector. This connects to the compressed air and fuel mixture supply system of the engine, via connecting hose, bypass screw and copper seal. Right angles to the above described horizontal assembly, below it, there is the float (fuel) chamber of the device. The cover is cylindrical. The cover connects horizontally to the device above. The cover has a vertical and cylindrical part with internal thread. On the horizontal part it has copper sealing washer. On the top of the cover, below the outlet of the mixture of compressed air and fuel, there is the fuel hose connection. From this connection there is a fuel duct which leads to the float needle valve holder. The float valve has copper body and steel needle, it has external thread and copper washer. A preloaded spring holds the valve in closed position. The holder also holds the float which is hinged on a steel or copper pin. The float can either be a plastic or a copper one. The copper float has a tab on its back and this tap connects to the needle valve. Fuel level can be adjusted by slightly bending the tab as required. The fuel inlet line of the device is in right angles to the float chamber cover. This can be altered as follows: a bottom inlet, before the fuel jet, can connect the float chamber to the needle holder. The fuel inlet line can be made of any feasible metal or plastic and it can be connected to the device by threads, moulding etc. The compressed air inlet and outlet ports are located on the cover as well. The bottom part of the float chamber is a cylinder closed at its bottom end. At its upper (open) end it has external threads and a collar for copper seal. The lower (closed) end has a hexagon for easy removal and installation.

Both metering systems have the following properties. They can safely supply compressed air or mixture of compressed air and fuel to the engines described in this invention. Engine displacement can vary from a few hundred to a few thousand cm ³ . To achieve the most efficient engine operation, the following parameters are to be carefully calculated and tested for any displacement variation: smallest and largest diameter of the conical part of the compressed air needle and the fuel needle; length of the conical parts; jet size; compressed air interconnection bore diameters; fuel inlet line diameter.

These metering devices can be modified to allow fine adjustments with conical adjustment screw for the compressed air and fuel quantity, or idle speed adjustment screw (which limits the position of the compressed air quantity piston). The float chamber and its cover can be modified to have flanges, connect them with nuts and bolts, seal the assembly with copper seal, etc. The above described compressed air quantity piston has the same free movement as the length of the conical part on the control needle and the fuel needle as well, and these are still equal to the free movement of the permanent or electromagnet which operates the device itself. Cable operation can be applied if the magnet is connected to three short cables or connecting rods around its circumference and these are joined together before the device itself. It can now be connected to a traditional throttle cable. Idle speed screws can be applied to the cabling system as usual.

Another extension of the above described system is a check valve in the fuel supply line, just before the metering device, similarly to the anti backfire valve described above. The fuel check valve does not let compressed air in the fuel line (to the fuel tank). This can happen in case of fuel needle valve failure when the compressed air pressure is greater than the fuel pump pressure.

According to the invention, the metering system with magnetic control and the combined metering system with magnetic control do not need to be further detailed (e.g. the float which consists of two halves which are open at one end and closed at the other end and they are soldered together at their open end, etc). These solutions/parts are not unique but well known. Based on the details published above, these parts are easy to understand, design and produce.

According to the invention, the metering system with magnetic control is shown in //g. 22. The (64) body is made of aluminium or aluminium-zinc alloy. It is cylindrical and it stepped along its length. It has external threads at its both ends. One end is larger in its diameter than the other one. The bigger diameter end has the (64a) cylinder and piston which move and hold the compressed air volume needle. The (68) piston is made of aluminium or aluminium-zinc alloy. Within the piston, for the purpose of magnetic controlled movement, there is any of the following installed: cylindrical insert which is held against the inner wall of the piston by its own spring force; an insert with securing tabs/claws which fit into the inner wall of the piston; or a permanent magnet. The open end of the piston is facing towards the incoming compressed air. This pushes the piston against the (69) steel coil spring. The compressed air volume needle is installed into the closed end of the piston by threads or by any feasible method. Around it there are three or four (68a) compressed air inlet ducts. The control needle is made of steel. Except for the connection part it has cylindrical parts at both ends and it is conical between these cylinders. It also has a special end which allows for the extension to combined metering system with magnetic control. In this case, the (65a) cylindrical end and its (65b) groove, with the usage of the connection/securing sleeve, can connect the compressed air volume needle with the fuel volume needle. The conical end of the control needle goes into the (66) compressed air jet which is made of steel or copper and has external threads. After the jet there is the (64d) controlled air outlet. This connects to the (64e) connection with internal threads. At this section of the body, after the threaded part, there is a hexagon or flattened part for easy installation. At the larger cylindrical part, at the half of its length, there is a (67) permanent magnet or an electromagnet. Using either the permanent magnet or the electromagnet, they can be moved along the body with the accelerator cable or by any relevant method. The movement of the magnet moves the compressed air volume control needle as well. This lets us control the air volume from idle speed to maximum air volume. The front of the body is closed by a (70) cylindrical closing plug made of aluminium or aluminium-zinc alloy. On the outer part it has (70a) hexagon with (70b) internal threads. The inner part has 70d external threads. This fits into the internal threads of the metering system body. Between the body and the plug there is a (71) copper washer seal. The internal part of the plug is shaped as a (70e) spring lead. In its centre it has a (70b) transfer bore. This bore leads compressed air into the cylinder. From the cylinder, via the transfer bores of the piston, the compressed air is led to the jet. The control needle lets the metered amount of compressed air to the outlet bore. Through its internal threaded connection bore this can be connected to the compressed air system or it can be extended to be a combined metering system with magnetic control. In this case, the fuel metering part (see the first part of fig 23) is connected here by (72h) external threads and (75) copper washer seal. At this part there is one of the (72i) compressed air distribution ducts, while the other one is located before the steel or copper jet. Made of the same material as the metering system body, the combined system is made of aluminium or aluminium- zinc alloy. In its shape it is the intersection of either two cylinders or one cylinder and one prism, and the parts of the intersection are in right angles to each other. The smaller diameter cylinder or prism part has external threads for connection purposes. The body has the required (72a) hexagon or flattened part. In the centre of the external threaded part there is the (72g) fuel volume needle holder and the (74) fuel control needle itself. These are surrounded by four compressed air ducts, two of them in horizontal and two of them in vertical alignment. The horizontally aligned (72d) ducts are positioned parallel to the needle holder bore so that they connect into the compressed air and fuel mixture tube next to the fuel jet. Of the two air ducts positioned vertically, the (72e) has smaller diameter and located at the bottom. This leads into the air part of the float chamber through the float chamber cover. It is not pointing towards the fuel within the chamber. It may or may not have a deflector tab as well. Before the fuel inlet pipe this air circuit has a recirculation line, through the float chamber cover, and this is connected to the fuel control needle - positioned at the bottom part. At this part, the cross section of the line is the same as the cross section of the needle holder bore, which ensures equal compressed air pressure within the metering system body. Of the two air ducts positioned vertically, the (72d) has larger diameter and located at the top. This connects to the needle bore before the fuel line. The (79) fuel line connects to the bore after this duct. The flow of the compressed has a depression effect and this sucks the fuel through the fuel line. After this part the jet holder bore has an internal thread and into this thread the (76) fuel jet can be installed. The fuel jet is made of steel or copper and it has external threads. In the centre of the jet, as an extension of it, there is the compressed air and fuel (72) mixture bore. In the bore there is a (77) mixture cylinder with positioning tabs or claws. Its diameter is a tight fit into the mixture bore. The tabs or claws cannot interfere with the needle in any of their positions relative to each other. The tabs located after the default position of the needle may be longer than the centre line of the mixture bore. The needle is cylindrical and stepped along its length. The (74a) smaller diameter end matches the internal diameter of the needle connection sleeve. The bigger diameter end matches the needle holder bore. On the connection end (smaller diameter end) there is a (74b) groove in right angles to the needle. The groove matches the (78b) securing tab. The so installed securing and connecting sleeve connects the compressed air volume control needle to the fuel control needle. As an extension of the mixture bore, on the end of the metering system body, there is a (72c) connection with internal thread. The compressed air and fuel mixture system connects to this connection via connection hose or pipe, transfer screw and copper washer seal. In right angles to this part of the body, at the bottom of it, there is the float chamber of the metering system. The cover is a short (73c) cylindrical part with internal threads and with a bead for the (73d) seal washer just after the threaded part. On the top of the cover there is the (73a) internally threaded fuel supply connection. This is right before the compressed air and fuel outlet connection. The (73b) transfer bore is connected to the needle valve holder in the bottom of the float chamber. The needle valve holder has an internal thread. The needle valve holder is made of copper. The (80) needle is made of steel, it has an external thread and a copper washer seal. The needle is held in its default closed position by a small return spring. The needle valve is opened by the fuel pressure. There is the float holder in the required setup. The copper or plastic (81) float is held in its position by the (82) copper or steel pin. In right angles to the float chamber cover there is the fuel line of the metering system. The cover has the compressed air inlet and outlet connections as well. The float chamber body is connected to the float chamber cover from under. The fuel chamber body is a cylindrical part which is open at the top and closed at the bottom. It is made of aluminium or aluminium-zinc alloy. The upper open end has an (73f) external thread and a copper washer seal and connects to the cover. The bottom closed end has a (73g) hexagon for easy installation.

Next part of the invention is the engine with cylinder and piston, which is engine subtype l.a according to the designation defined in section "Subject of the invention" above. This engine works in combustion and exhaust stroke only and its design is identical to the traditional air- or water- cooled engines. It can have either wet-sump or dry-sump lubrication, with oil pump and oil filter. The crankshaft bearings are plain friction bearings, the piston rod bearings and the piston pin bearings. The piston rod and piston pin bearings may be traditional roller or pin bearings as well, lubricated by the above described lubrication system by wet-sump spray/splash oiling, with or without an oil pump. The top end of the piston has one or two compression piston rings, one oil-control piston ring and one oil pass-through piston ring. These, as used on two-stroke engines, are secured against rotation. As opposed to the two-stroke engines, there is a new oil-control piston ring at the bottom of the piston skirt. It is not necessary to secure this piston ring against rotation. The purpose of this new piston ring is to seal the crankcase from the exhaust port, thus preventing the oil and oil fumes from getting into the exhaust system.

As opposed to the four-stroke engines is the lack of inlet and exhaust ports and valves and all the mechanical parts that control valve operation. Cylinder bore and stroke, engine weight and size are significantly smaller than in case of a traditional engine, while engine performance is greater than in case of a traditional two-stroke engine. Similarly to two-stroke engines, this type of engine can operate in both directions. Therefore starter motor, starter pinion and overrunning clutch (and the connection to the flywheel-ring gear) are to be modified so. The engine block has one or more exhaust port per cylinder. These are located and positioned as follows. When the piston is at top dead centre (TDC), the piston skirt (and the oil control ring on the lower part of the piston ring) are closing the port: the upper edge of the piston ring is lower than the exhaust port lowest edge. The exhaust port is now perfectly sealed from the crankcase. At bottom dead centre (BDC) the piston top is level to the exhaust port lowest point and exhaust gases can pass through the port.

According to the invention, the piston which leaves TDC always performs a combustion (work) stroke. Reaching towards BDC it reaches and opens the exhaust port(s) and starts exhaust stroke. Passing BDC it starts to close exhaust port(s) and finishes exhaust strokes by fully closing the port(s). The piston still before TDC. This fact is independent of the number of the cylinders in the given engine, and independent of the running direction of the crankshaft as well. In case of four, six, or more even number of cylinders, pistons with the same offset (same position) start the combustion (work) stroke together, reach and open exhaust port as moving to BDC together, so that they start the exhaust stroke together as well. After leaving BDC the piston pairs start to close exhaust ports therefore they finish exhaust stroke together. Piston pairs travel to TDC and just before TDC the blow-in of the of the compressed air and the injection of fuel (or the blow-in of the mixture of compressed air and fuel) happens at the same time in both cylinders. Ignition (or self-ignition) happens and the piston pair performs a combustion stroke again: the engine is now started.

According to the invention, engines built with spark plugs are controlled by crankshaft position sensor(s), electronic ignition control unit(s), and one ignition coil per spark plug. The engine has multiport fuel injection and metering system with magnetic control for the compressed air.

Alternatively it has combined metering system with magnetic control for the mixture of compressed air and fuel. Air-fuel mixture is fed into the combustion chamber by any of the above metering system setups, via blow tubes, anti backfire valves and solenoid valves. The solenoid valve is controlled by the crankshaft position sensor. The metering system with magnetic control (or the combined metering system with magnetic control) and the blow tube and the anti backfire valve are my inventions. Diesel engines are equipped with: glow plugs, blow tubes, anti backfire valves, solenoid valves triggered by crankshaft position sensors, and metering system with magnetic control which supplies the required amount of compressed air. Alternatively, Diesel engines are equipped with: glow plugs, blow tubes, anti backfire valves, solenoid valves triggered by crankshaft position sensors, and combined metering system with magnetic control which supplies the required amount of compressed air. Both the spark-plug or the glow-plug engine layouts may have further fuel supply systems while the compressed air is supplied by the external supercharging system in all cases.

According to the invention the engine type with combustion (work) and exhaust stroke only, using an external supercharging system, is shown \r fig. 24 in its exhaust stroke position, detailed to the necessary level:

The engine has (1) cylinder block, (la) wet or dry oil sump, (21) water or air cooling system, (2) one or more cylinders, (9) exhaust port(s) for each cylinder, (4) crankshaft, (5) piston rod, (7) piston pin. It has plain, ball roller or pin roller bearing for these. In accordance with the used fuel type and the piston rings required by these, it has (6) piston, (8) compression piston ring, (8a) oil control piston ring, (8b) oil pass-through ring. The engine has (3) cylinder head, and in accordance with the used fuel type a (22) combustion chamber within the cylinder head and the necessary amount of (15) spark plug(s) per cylinder (or glow plug(s) in Diesel mode). In both Diesel or spark-plug mode it has (17) blow tube(s), fuel injector head for each cylinder if necessary. The engine is also equipped with oil pump, oil filter, v-belt(s), pulleys, oil seals, crankshaft position sensor(s) and electronic ignition control system, flywheel, water pump, fan in case of air cooling system, metering system with magnetic control for the compressed air or alternatively a combined metering system with magnetic control for mixture of compressed air and fuel. In case of a multipoint fuel injection the engine has an ECU as well. It has an electric fuel pump that can work with the external supercharging system as described in the present invention. The engine can work in the (29) running directions while he engine can also use an alternative fuel supply principle. The engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these. The compressed air is provided by the external supercharging system.

According to the invention the engine type with combustion (work) and exhaust stroke only, together with the external supercharging system, is shown m fig. 25, detailed to the necessary level: The engine can work in the directions shown by (29) arrows. It has (1) cylinder block, (9) exhaust port, (10a) anti backfire valve, (15) spark plug, (17) blow tube, (28) fuel injector, (92) fuel line that connects the fuel injector to the electric fuel pump that works at 2-4 MPa (20-40 Bar, 290-580 psi) or more. The (28a) electronic terminal of the fuel injector is connected to the ECU. The (89) external air compressor is either driven by the engine (via v-belt or any other feasible principle) or by electric motor. The external air compressor can produce 2-4 MPa (20-40 Bar, 290-580 psi), it is either air or water cooled, it has a noise insulation if necessary, and it has a disposable air filter element that matches the requirements of the engine itself as well. The compressed (and therefore heated) air is cooled by the (90a) compressed air cooler. The compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve. An air filter and an oil filter may or may not be applied, as necessary in the given application. Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch. There is a (86) pressure operated electric switch. The purpose of this one is already described above. The pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine. The (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor. The engine can work in the (29) marked directions. Fuel is supplied by the (28) fuel injector which - together with the (84) solenoid valve - is connected into the top (inlet) end of the (10a) anti backfire valve. The fuel injector receives fuel at 2-4 MPa (20-40 Bar, 290-580 psi) or more from the (95) electric fuel pump via the (92) fuel line. The fuel has an (28a) electric terminal which is connected to the ECU. (90) Compressed air lines and (91) controlled pressure air lines are shown as well.

Again, contrary to the traditional engine layouts, this engine works as follows. The starter motor starts to rotate the engine. Before TDC the engine receives the compressed air and the injection of fuel (or the mixture of compressed air and fuel) at the necessary pressure. The engine rotates on and the ignition spark ignites the mixture or the mixture is self-ignited. Combustion (work) stroke is initiated and this is followed by the exhaust stroke: the piston, before TDC, opens the exhaust port(s). The moment of the opening highly depends on the given application. During exhaust stroke the cylinder receives a compressed air blow through the blow tube. This helps scavenging the cylinder. The piston leaves BDC and starts to close the exhaust ports. As it closes the exhaust ports the exhaust stroke is finished. Before TDC the compressed air and the injection of fuel (or the mixture of compressed air and fuel) is fed into the cylinder, the ignition (or self ignition) is repeated, the piston performs a combustion chamber again, and the engine starts.

Next part of the invention is the engine with cylinder, piston and exhaust valve, which is engine subtype l.b according to the designation defined in section "Subject of the invention" above. This engine works in combustion and exhaust stroke only and its design is identical to the traditional air- or water-cooled engines. It can have air or water cooling system, either wet-sump or dry-sump lubrication, with oil pump and oil filter. The crankshaft bearings, camshaft bearings, piston rod bearings and piston pin bearings are plain friction bearings. The piston has compression, oil-control and pass-through piston rings. The piston and the combustion chamber are prepared to fit the given type of fuel. In case of spark plug operated engines there is one ignition coil for each spark plug, crankshaft position sensor or electronic ignition controller. In Diesel mode there is no spark plug but there is a glow plug. There is no need for a crankshaft position sensor or an electronic ignition controller. In both cases (spark plug or Diesel mode) the compressed air or the mixture of compressed air and fuel is fed into the engine by a metering system with magnetic control or a combined metering system with magnetic control, via blow tube, anti backfire valve and solenoid valve. The solenoid valve is controlled by the crankshaft position sensor. The fuel supply method can be of any principle but the compressed air is supplied by the external supercharging system in all cases.

According to the invention the engine with cylinder, piston and exhaust valve does not have any inlet valves (only exhaust valves). Exhaust valves are controlled by two or four cams per valve on the camshaft. The risk of pistons hitting the valves in case of an engine failure is highly reduced. The cams are symmetric so that the engine can run in both directions. Height of the exhaust cams are ranging from 1/3 the original size to 100% of the traditional size of similar traditional engines in case of two cams per valve. In case of four cams per valve the height can be between 1/3 and 2/3 of the traditional cam sizing. There can be more than one exhaust valves per cylinder, as required by the given application. The two-cam camshaft works at 1/2 of the crankshaft RPM, this allows the usage of bearing alloy at the camshaft bearings. The four-cam camshaft works at 1/4 of the crankshaft RPM.

According to the invention the engine type with cylinder, piston and exhaust valve, working in combustion (work) and exhaust stroke only, using an external supercharging system, is shown in /; ^' g. 26 in its combustion and exhaust stroke position, detailed to the necessary level: the engine has (1) cylinder block, (la) oil sump, (21) liquid cooling system or air cooling system, one or more (2) cylinders, (4) crankshaft, (5) connection rod, (6) piston, (7) piston pin, (8) compression piston ring, (8a) oil control piston ring, (8b) oil pass-through piston ring, (3) cylinder head, (9) exhaust port, (15) spark plug (or glow plug in Diesel mode), multiport fuel injection in some cases, (17) blow tube in all cases, (22) combustion chamber, (13) bi-direction camshaft with two cams per exhaust valve, (10) exhaust valve, (11) valve spring, valve disc, valve retainer, (12) valve lifter, spacers (or any other valve control system with either chain and sprocket or belt drive).

Furthermore, the engine has oil pump, oil filter, drive belt(s), pulley(s), crankshaft bearings, oil seals, sensor(s), ignition control unit, flywheel, water pump, fan or turbine in case of air cooling. The engine also has anti backfire valve, compressed air metering system with magnetic control or combined metering system with magnetic control for mixture of compressed air and fuel, and a fuel pump that can work with the external supercharging system. An alternative fuel supply system may be applied. The engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these. The engine can operate in directions marked by (29) arrows.

According to the invention the engine type with cylinder, piston and exhaust valve, working in combustion (work) and exhaust stroke only, together with the external supercharging system, is shown n fig. 27, detailed to the necessary level: The engine can work in the directions shown by (29) arrows. It has (1) cylinder block, (9) exhaust port, (10) exhaust valve, (10a) anti backfire valve, (13) camshaft with two cams per exhaust valve, (15) spark plug, (17) blow tube, (28) fuel injector, (92) fuel line that connects the fuel injector to the electric fuel pump that works at 2-4 MPa (20-40 Bar, 290-580 psi) or more. The (28a) electronic terminal of the fuel injector is connected to the ECU. The (89) multi-stage external air compressor is either driven by the engine (via v-belt or any other feasible principle) or by electric motor. The external air compressor can produce 2-4 MPa (20-40 Bar, 290-580 psi), it is either air or water cooled, it has a noise insulation if necessary, and it has a disposable air filter element that matches the requirements of the engine itself as well. The compressed (and therefore heated) air is cooled by the (90a) compressed air cooler. The compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve. An air filter and an oil filter may or may not be applied, as necessary in the given application. Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch. There is a (86) pressure operated electric switch. The purpose of this one is already described above. The pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine. The (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor. (90) Compressed air lines and (91) controlled pressure air lines are shown as well.

Again, the engine which has cylinder, piston and exhaust valve, works as follows. The starter motor moves the piston towards TDC into the position just before the combustion stroke. It receives the compressed air and the injected fuel, or the mixture of compressed air and fuel. Examples of this action:

• In case of a spark plug operated engine, if there is a fuel injector and a blow tube for each cylinder, the fuel injector (timing and duration) is triggered by the ECU. The amount of compressed air is controlled by the metering system with magnetic control via a solenoid valve. The solenoid valve is switched by a crankshaft sensor. This sensor may give an input signal to the ignition system as well. The compressed air with controlled amount and pressure is fed into the combustion chamber via the anti backfire valve and the blow tube.

« Still in case of spark plug engine. If the cylinder has a fuel injector and a blow tube, the

amount of the air-fuel mixture can be provided by the combined metering system with magnetic control. The timing is controlled by a crankshaft position sensor and a solenoid valve. This system may control the ignition as well. The mixture of compressed air and fuel at controlled amount and pressure is fed into the combustion chamber via the anti backfire valve and the blow tube.

• In Diesel mode, if the combustion chamber has glow plug, Diesel fuel injector and blow tube.

the amount and timing of the fuel are controlled by a Diesel metering system that matches the given engine layout. The amount of the compressed air are controlled by the metering system with magnetic control via a solenoid valve. The timing is controlled by a crankshaft position sensor. The compressed air at controlled pressure is fed into the combustion chamber via the anti backfire valve and the blow tube. • Still in Diesel mode, if the combustion chamber has glow plug and blow tube, the mixture of compressed air and fuel is provided by the combined metering system with magnetic control. The timing is controlled by a solenoid valve which is triggered by the crankshaft position sensor. The compressed mixture is then fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and it reaches ignition (or self ignition). The first combustion (work) stroke begins. The piston travels from TDC towards BDC while it performs the combustion (work) stroke. After BDC the exhaust valve(s) are open. The exhaust valve(s) close before TDC and this is the end of the exhaust stroke. The piston reaches the start of the above described cycle again, just before the combustion (work) stroke. The cycle repeats and the engine starts. The required amount of compressed air is provided by the external supercharging system. The starter motor is now turned off.

Next part of the invention is the rotary engine with combustion chamber and rotor, which is engine subtype l.c according to the designation defined in section "Subject of the invention" above. It has combustion (work) and exhaust stroke only and it is a modified version of the traditional rotary engine. The engine can be constructed of the materials used to build the traditional rotary engines. The engine can use a wide variety of (alternative) fuels. The pressure of the compressed air can be adjusted therefore the engine works at a variable cubic volume. This means the output power is variable as well. The engine can run in one direction only. The pressure of the compressed air is independent of the engine P . The engine may have any number of chambers (rotors). It has two exhaust ports and one rotor per chamber. There are three combustion chambers on each rotor. Jt has four or six traditional spark plugs per chamber. It has one ignition coil per spark plug. There is an ignition ECU or a crankshaft position sensor. The engine has fuel injectors, blow tubes, anti backfire valves, solenoid valves with crankshaft position sensor (this can be the ignition driver sensor as well). The compressed air or the mixture of compressed air and fuel is controlled by the (combined) metering system with magnetic control. Fuel supply is provided by an electric fuel pump that matches the requirements of the given engine layout. In case of Diesel mode there are two glow plugs per chamber. The engine also has the combined Diesel fuel injector with the anti backfire valve. Fuel is supplied with a feasible Diesel metering system. Amount of compressed air is controlled by an air metering system with magnetic control. This is timed by a crankshaft position sensor. In Diesel mode it is more efficient and it is more simple to control the amount of compressed air and fuel mixture by using the combined metering system with magnetic control. This eliminates the need for the Diesel metering system and the Diesel fuel injector. The original Diesel metering system is removed and its place is blanked off by a metal sheet and a gasket. The combined Diesel injector is removed as well. It is replaced by a connection insert, a blow tube, an anti backfire valve and a solenoid valve which is controlled by a crankshaft position sensor. An electric fuel pump matching engine parameters is needed. The compressed air is provided by the external

supercharging system. The spark plug engine and the glow plug engine both can be equipped with any other fuel supply system as long as the compressed air is generated by the external

supercharging system. Fig. 3 shows the modified version of the rotary engine which, according to the invention, has no inlet port, has no induction and compression strokes (therefore it does not have a "compression ratio" in itself), has no fuel pump on the engine, has no carburettor or single-point fuel injection, neither an ECU for all of these. It has no ignition distributor head, and we can omit the traditional Diesel metering device or the carburettor.

In terms of rotary engines, the piston is called a chamber, the rotary piston is called a rotor, the side covers of the chamber are called side housings or covers. Therefore in the present invention I am going to use the same terminology.

According to the invention the cubic volume (cubic capacity) of the engine is not determined by the chamber and rotor size/shape but it is determined by the cubic volume of the combustion chambers (to a larger extent) and by the pre-ignition resistance of the applied fuel (to a smaller extent). The fuel of such an engine may be any kind of alternative fuel if it is modified and used (i.e. in Diesel mode) accordingly.

According to the invention this engine has combustion (work) and exhaust strokes only, therefore it performs six combustion (work) and six exhaust strokes per chamber per rotor revolutions. This means a s/ng/e-chamber rotary engine of the present invention has the same cubic volume and 250% output power compared to a traditional two-chamber rotary engine. Accordingly, to have the same power as a traditional rotary engine, we can now have a new type rotary engine with smaller chamber and rotor sizes (thus smaller weight).

According to the invention this engine is made of the traditional materials used for rotary engines. Its design and parts list is nearly the same as well. Important difference is the lack of intake ports. There are no induction and compression strokes. The chamber, on two of its three sides ("flat" stator surfaces), has the following per side: one exhaust port, two or three spark plugs, one blow tube, and one fuel injector if needed. In Diesel mode the two sides have the following (per side): one glow plug, one blow tube and one Diesel injector if needed. In case of the one or two chamber rotary engines the ports may be located on the side covers as well. In case of three or more chamber rotary engines the ports are on the stator surface, or mixed: the side rotors may be ported to the side covers while middle rotors must be ported to the stator surfaces.

According to the invention, in case of spark plug operation there is one ignition coil per spark plug, an ECU or a crankshaft position sensor. In case of Diesel mode there is a glow plug and the ignition control is not needed. The path of the compressed air (or mixture of compressed air and fuel) is through the chambers, blow tubes, anti backfire valves, solenoid valves. Fuel injectors are applied if necessary. The process is controlled by a crankshaft position sensor. The compressed air is controlled by the metering system with magnetic control. The mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. Any other principle may be used, regardless of the fuel type and the fuel supply system, as long as the compressed air is generated by the external supercharging system.

According to the invention, fig. 28 shows the rotary engine with its chamber and rotor, in its exhaust and compression stroke. The modified version of the traditional rotary engine may have any number of chambers. The engine may be sized to the given application. To get the same

performance [as of a traditional rotary engine] the size can be significantly reduced. An engine of this invention has (1) cylinder block, (21) water cooling system, one or more (2a) chambers, one (6a) chamber per rotor, three (22) combustion chambers per rotor. The combustion chambers are shaped to fit the given fuel type. The engine also has a (4) crankshaft which is equipped with cogwheels that rotate the rotors. The engine has two (9) exhaust ports per chamber, four or six (15) spark plugs. In Diesel mode it has two glow plugs and two Diesel fuel injectors or alternatively it has two glow plugs, an adaptor insert. It still has a (17) blow tube. The rotor has plain bearings and a ring gear. The rotor rotates so as the (23) apex seals run on the housing wall while the (24) sealing rings run on the side covers. The engine furthermore has side covers, bearings, oil ducts, oil seals, water pump, oil pump, oil filter, electronic oil metering pump, ignition ECU or crankshaft position sensor (or both), v-belt(s) or ribbed belt(s) with pulleys, flywheel, anti backfire valves. The system is equipped with a fuel pump that is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more, as required by the given application. The engine has two fuel injectors per chamber, in accordance with the given engine cycle (combustion and exhaust only). The injectors are controlled by an ECU. In Diesel mode the engine has a Diesel metering system. The engine still has an alternator, starter motor, all the necessary seals and gaskets, spacer washers and other washers, tapered keys or wedges, retention pins, locking pins, tappets and guides, guiding pins, nuts, bolts, wiring harness and pipes/hoses and all the connectors of these. The compressed air is controlled by the metering system with magnetic control or the mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. Any other metering principle may be used as long as the compressed air is provided by the external supercharging system.

According to the invention the engine with rotor and chamber, together with the external supercharging system, is shown in// ^' g. 29 to the necessary level of details. The engine may work in the directions marked by the (29) arrows. It has (1) cylinder block, one or more (2a) chambers, (21) water cooling system, three (22) combustion chambers per rotor, (23) apex seals, (9) exhaust ports, (10a) anti backfire valves, (15) spark plugs, (17) blow tubes, (28) fuel injectors, (28a) injector terminal for the ECU connection, (92) fuel line. The fuel line connects the fuel injector to the electronic fuel pump capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The (28a) connector is used by the ECU. There is a (89) multi-stage air compressor driven from the engine by v-belts or any other feasible method, or alternatively by an electric motor. The compressor is water cooled and noise insulated if necessary. The compressor has a disposable air filter that matches the requirements of the engine itself as well. The compressed (and therefore heated) air is cooled by the (90a) compressed air cooler. The compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve. An air filter and an oil filter may or may not be applied, as necessary in the given application. Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch. There is a (86) pressure operated electric switch. The purpose of this one is already described above. The pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the (10a) anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine. The (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor. (90) Compressed air lines and (91) controlled pressure air lines are shown as well.

Again, the engine according to the invention works as follows. When applying the starter motor, one combustion chamber performs a combustion stroke or just before the position before the combustion stroke, it receives the necessary amount of compressed air and injected fuel (or the mixture of the two). We can have many layouts, such as:

• Spark plug operated engine, if it has two fuel injectors and two blow tubes per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, two blow tubes per chamber, anti backfire valve and four or six spark plugs: the required amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The mixture of compressed air and fuel is fed into the combustion chamber through the anti backfire valve and the blow tube.

• In Diesel mode, if there are two glow plugs, two Diesel fuel injectors, two blow tubes with anti backfire valves per chamber: Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, two blow tubes per chamber with anti backfire valve and glow plug: mixture of compressed air and fuel is metered by the metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The mixture of compressed air and fuel is fed into the combustion chamber via the anti backfire valve and the blow tube.

The rotor goes on and reaches the moment of ignition (or self ignition in Diesel mode). The first combustion (work) stroke begins. The next combustion chamber of the rotor is now turned into pre combustion stage, and the above described cycle begins again. The engine is started. The necessary amount of compressed air is provided by the external supercharging system. The starter motor is turned off.

Next part of the invention is the rotary engine with one cylinder and any number of rotating pistons (rotors), while the engine has four or three combustion chambers per rotor. This is engine subtype l.d according to the definition used in section "Subject of the invention" above. The engine can be constructed of the materials used to build the traditional rotary engines. The engine is water cooled an it can use a wide variety of (alternative) fuels. The pressure of the compressed air can be adjusted therefore the engine works at a variable cubic volume. This means the output power is variable as well. The engine can run in one direction only. The pressure of the compressed air is independent of the engine RPM. On the engine block and the cylinder, depending on the number and design of the rotor, there are two or three exhaust ports per rotor, two or three ports for the compressed air (the ports have internal thread). Alignment and design of the ports depends on the given engine application. The engine also has three or two combustion chambers per rotor, where the chamber is designed to match the given application and fuel type. For each combustion chamber there are one spark plug, one blow tube with anti backfire valve, or one spark plug, one fuel injector and one blow tube with anti backfire valve. The rotor(s) are cylindrical and it has a ribbed hub connection. Each rotor has four or three combustion chambers which are designed to match the given engine application and fuel type. The combustion chambers are shaped to increase the efficiency of the combustion stroke. Engines outlined in Fig. 30-31 and Fig. 33-34 have differences in terms of number and design of combustion chambers. Sealing design (edge sealing or curved ring sealing) is another difference. The edge sealing is applied to the rotor only, located at the trailing edge of the combustion chamber. The curved ring sealing can either be on the piston wall or on the rotor, in an alignment designed to surround the combustion chamber. The round ring sealing may be circular or any other shape that matches the given combustion chamber design, as long as the sealing surrounds and encloses the combustion chamber. If the seal is on the rotor then two round ring seals are required. If the seals are in the cylinder wall then four of them are needed. Seal holder grooves are submerged in the cylinder/rotor surface. The round ring seals are held against the counterpart wall by waved steel sheet pressure rings. The material of the round ring seals can be metal or ceramic. Metallic round rings can have one or more waved pressure rings. When using the round ring seal it is not necessary to install seal rings at the surface of the rotor, neither at the side of the rotor (at the edges).

In case of an engine with spark plug(s) the engine has an ignition coil for each spark plug. The engine also has an ignition ECU or a crankshaft position sensor. This sensor can control the solenoid valve as well. The solenoid valve has two output lines and it meters the compressed air or the mixture of compressed air and fuel. This engine has a cylinder block, one cylinder which is or is not replaceable, any number of rotating pistons (rotors), and a crankshaft which matches the hub connection of the rotors and it can be extended to fit any number of pistons. Depending on the number of rotors the crankshaft can have bearings at its ends and in between as well. These bearings may be plain, ball roller or needle roller bearings too. In case of roller bearings the crankshaft consists of two or more parts which connect together with ribbed axle and hub connection. At these connections additional bearings may be applied with the required lubrication ducts. Oil leak has to be eliminated by suitable crankshaft design. Besides the above described special crankshaft the engine is also equipped with the following: crankshaft bearings; oil seals and rings; edge seals; round ring seals; waved pressure rings for the ring seals (or any other method); two side covers; dry sump lubrication system with an oil pump; oil filter; an electronic oil metering pump for the lubrication of the rotor; water pump; ignition ECU; crankshaft position sensor; spark plugs with one ignition coil per plugs; Diesel glow plugs; Diesel fuel metering system with Diesel fuel injectors; metering system with magnetic control or combined metering system with magnetic control; an electric fuel pump that can is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application; flywheel; drive belts and pulleys; alternator; starter motor; all the seals and gaskets for the engine; spacer washers and other washers; nuts, bolts; tapered keys or wedges; retention pins; locking pins, tappets and guides, guiding pins; snap rings; wiring harness; pipes/hoses and all the connectors of these. The air and fuel supply can be provided by either compressed air and fuel injection, or mixture of compressed air and fuel or any other system for compressed air and fuel, as long as the compressed air is provided by the external supercharging system. The engine does not have an inlet port, it has no induction and compression stroke, therefore it has no "compression ratio" by itself. It has no carburettor, neither a single-point injection system or its ECU, and has no ignition distributor. According to the invention the engine is made of the same materials as a traditional internal combustion engine. The cubic volume (capacity) of the engine is not defined by the size of the cylinder or the rotating piston (rotor). It is defined by the volume of the combustion chambers in the rotor and stator (to a great extent) and by the antiknock value of the fuel (to a smaller extent). The output power is also affected by the cylinder diameter, the rotor height, and the design of the combustion chambers.

Combustion chambers flushed into the rotor are currently designed to have their bottom end towards the rotation, while the opening of the combustion chamber points in the opposite direction. The width, length, depths and the overall shape of the combustion chamber depend on the given fuel type, the optimal combustion stroke and the cubic volume of the engine. This is true for the combustion chambers in the rotor and in the cylinder (stator) as well. The total cubic volume affects the required output power. The combustion chamber design has to fit the most possible fuel types and the best efficiency of the combustion stroke. An efficient combustion stroke has high combustion pressure which produces large amount of rotational force through the rotor, while the engine can use any kind of available (or future) fuel.

According to the invention the engine with one cylinder and four combustion chambers per rotor has combustion (work) stroke and scavenging only. It performs eight combustion (work) stroke and eight scavenging phase per rotor per revolution. The rotor has four combustion chambers, set at 90° to each other. The combustion chambers are designed to match the given fuel type. The stator has two combustion chambers only, 180° from each other. Two of the four combustion chambers on the rotor are 180° from each other, and this pair aligns with the two smaller combustion chambers of the cylinder (stator). The purpose of the stator combustion chambers is to accommodate for the spark plugs, blow tubes and fuel injectors (if necessary). These have to be sized, angled and aligned to match optimum combustion. The blown compressed air, the injected fuel, or the mixture of the two, has to be directed to increase the torque of the rotor by the blow effect itself. The combustion chamber is sized, positioned and aligned to help increase the efficiency of the combustion, increase the output torque, and allow for the use of as many existing or future fuel type as possible. The cylinder block has two exhaust ports and two bores with internal threads for the compressed air connections. The exhaust ports are located close to the combustion chambers, before them (in terms of rotational direction). Before these (in terms of rotational direction) there are bores for the compressed air. The bores have internal thread and they are positioned and pointed to help optimal scavenging effect. Anti backfire valves with their external threads are connected into these bores. As the rotor (with its combustion chambers) reaches these air bores, compressed air is blown into the combustion chambers to help scavenging the exhaust gases after the completed combustion stroke. This happens at the same time in two combustion chambers 180° from each other. The scavenging air, when blown into the combustion chamber, slightly increases rotor torque (to a small extent).

According to the invention, the engine with one cylinder and three combustion chambers per rotor has combustion (work) stroke and scavenging phase only. This engine performs nine combustion stroke and nine scavenging phase per rotor per revolution. The rotor has three combustion chambers located 120° from each other, designed to help increase efficiency and to match the given fuel type. These three combustion chambers of the rotor are aligned to the three combustion chambers of the cylinder (stator). The combustion chambers of the stator are as small as possible. The purpose of the stator combustion chambers is to accommodate for the spark plugs, blow tubes and fuel injectors (if necessary). These have to be sized, angled and aligned to match optimum combustion. The blown compressed air, the injected fuel, or the mixture of the two, has to be directed to increase the torque of the rotor by the blow effect itself. The combustion chamber is sized, positioned and aligned to help increase the efficiency of the combustion, increase the output torque, and allow for the use of as many existing or future fuel type as possible. The three combustion chambers of the stator are located at 120° from each other. The cylinder block has three exhaust ports and three bores with internal threads for the compressed air connections. The exhaust ports are located close to the combustion chambers, just before them (in terms of rotational direction). Before these (again, in terms of rotational direction) there are bores for the compressed air. The bores have internal thread and they are positioned and pointed to help optimal scavenging effect. Anti backfire valves with their external threads are connected into these bores. As the rotor (with its combustion chambers) reaches these air bores, compressed air is blown into the combustion chambers to help scavenging the exhaust gases after the completed combustion stroke. This happens at the same time in three combustion chambers 120° from each other. The scavenging air, when blown into the combustion chamber, slightly increases rotor torque (to a small extent).

According to the invention, the engine with one cylinder and three or four combustion chambers per rotor has no intake port, it does not perform induction and compression stroke, therefore it has no "compression ratio" by itself. Output power of the traditional engines is therefore available with less cubic volume, with smaller size, weight and friction loss. Production and operation of these engines cost less and is more environment-friendly.

According to the invention, the rotor combustion chambers are sealed towards both sides of the rotor by seal rings located at the edge of the rotor circumference, in a groove flushed into rotor surface. Seals are held against the cylinder surface to perform a perfect seal effect. There are one or two seal rings per rotor edge. Sealing combustion chambers from each other can be solved by edge seals located at the trailing edge of the combustion chambers. The edge seals are in right angles to the seal rings. If there are two seal rings per rotor then the edge seals are within these, touching them. If there are four seal rings per rotor then edge seals are within the inner two seal rings, touching them. Similar seals are used in traditional rotary engines. The material of the edge seals can be metal or ceramic or any other feasible material. Edge seals are held against the stator wall by the spring preload effect of a waved steel lining which matches the width and length of the edge seal. Edge seals are held against the stator wall by the centrifugal force of the rotor as well. Any other principle may be used: as used in rotary engines or as in any other feasible method.

Another method of sealing the rotors is as follows. There are two ring seals on each side of the rotor (facing the side covers). The edge seals are now in the full width of the rotor surface, while the side sealing ring grooves are flushed into the side of the rotor and these touch the bottom of the edge seal grooves. The smaller diameter ring groove is near the larger one (described above), the distance between them is no more than one ring width. In case of more than one rotors, between the rotors there are two rings only. Since rotors are installed on the crankshaft and secured against axial or radial movement, there is no friction between the adjacent rotors. Seals are held against the side covers or against the adjacent rotors by the preload spring effect of properly sized and waved steel rings. Alternatively there can be any other solution known from rotary engines or any other source. In case of the side rings, friction appears between the rotor and the side cover and at the edge seals. Edge seals now close the full width of the rotor.

The best of the above solutions can be chosen in practice.

According to the invention, in case of engines with one cylinder and any number of rotating pistons (rotors) it is not necessary to separate the pistons with intermediate covers/sidewalls. The side covers close the engine block itself, including coolant circulating ducts. They have the crankshaft bearing and oil seal holders as well. In case of more than one rotors, the distance between the rotors is no more than 1 to 2 mm. Axial position is secured by snap rings. In case of two or more rotors there is only one snap ring between the rotors. The rotors and the side covers have a central flushing in their side wall at the centre hub to accommodate the snap rings. This provides the sufficient spacing between the rotors. Lubrication of the rotors is similar to the rotor lubrication of the rotary (Wankel) engines: it is provided by an electronic oil metering pump. The plain, ball roller or needle roller bearings are lubricated by a dry-sump lubrication system with oil pump. Oil leakage from bearing holders and oil seal holders can be reduced by applying one oil seal or two labyrinth rings at both sides of the crankshaft bearings. These are enclosed by the bearing / seal holder and the crankshaft itself.

According to the invention the spark plug operated engine is equipped with ignition ECU or crankshaft position sensor. In both cases there is one ignition coil for each spark plug. If the fuel is supplied by traditional fuel injectors, all combustion chambers on the stator (cylinder) have a blow tube together with the anti backfire valve. Compressed air is metered by the metering system with magnetic control and the solenoid valve which has two output lines. This solenoid valve is controlled by the crankshaft position sensor which can be the same as the one used for ignition control.

In case of spark plug operated engine with a fuel supply system different from the above (e.g.

combined metering system with magnetic control which supplies the mixture of compressed air and fuel), the solenoid valve with two output lines is controlled by the crankshaft position sensor which can be the same as the one used for ignition control.

The engine, according to the invention, works as follows. The starter motor is turned on. The rotor(s) with three or four combustion chambers per rotor turn around their common axis.

Combustion chambers in the rotor reach two or three combustion chambers in the cylinder (stator). Necessary amount of compressed air and fuel is fed into the combustion chambers and the ignition happens. The first combustion stroke is initiated. This turns the rotor and the next set of combustion chambers to the compressed air inlets. Combustion chambers receive an air blow which helps the scavenging effect. The rotor is further turned and the combustion chambers are now aligned with the exhaust ports. Scavenging happens, helped by the compressed air. The rotor combustion chambers turn towards the stator combustion chambers. The above mentioned cycle is being started again, and the engine starts. In case of more than one rotors the full 360° of the cycle is divided by the number of the rotors. The cylinder and engine block design depends on this result, so that it gives smoother engine run and more torque. The rotor has a ribbed or other connection at its hub. Depending on the number and size of the rotors the crankshaft can be extended. It may have bearings not only at its end but in between as well. These bearings can be plain, ball roller or needle roller bearings. In case of roller bearings the crankshaft may be built of more parts which connect together with ribbed shaft and hub. At this connection there can be a bearing as well. The bearings have their lubrication and the bearing holders are designed to avoid oil loss.

According to the invention, the engine is shown in fig. 30-33 in its combustion (work) stroke, while in//g. 30 the engine performs the scavenging. Fig. 31 and fig. 34 shows a (24a) different combustion chamber design. The engine has (1) cylinder block and (2) cylinder which can or cannot be removed. The crankshaft is connected to any number of rotors with ribbed shaft, wedge, key, locking pin, or any other feasible method. The design of the crankshaft matches engine requirements. The length of the crankshaft can be increased by connecting ribbed (or any other feasible) adaptors. The (4a) crankshaft can have further bearings at its interconnections. The crankshaft is connected to the (6b) rotor with ribbed shaft and hub, wedge, key, locking pin, etc. For each rotor, the cylinder block and the cylinder has the following: two (9) exhaust ports, (22) combustion chamber, (15) spark plug or glow plug in Diesel mode, (17) blow tube in all cases, (28) fuel or Diesel fuel injector. The engine also has (16) snap ring(s), (23) edge seal, (24) seal ring, (25) side cover, (25) crankshaft oil seal, (27) crankshaft bearing, drive belts and pulleys, flywheel, ball roller bearings or needle roller bearings or plain bearings, dry sump lubrication system with oil pump and oil filter. The rotor is lubricated by an electronic oil metering pump. The engine also has water pump, anti backfire valve, solenoid valve, alternator, starter motor, compressed air metering system with magnetic control or combined air metering system with magnetic control. The engine is equipped with a crankshaft position sensor. The engine has all its necessary gaskets and seals, nuts and bolts, washers, steel spacer washers. There are waved steel inserts for the edge seals and the sealing rings which hold them against their matching surface with spring preload effect. The round seal ring can be replaced by any known principle as long as it perfectly insulates the combustion chamber. The engine has an external supercharging system in all cases. The engine has (21) water cooling system and it an run in the direction marked by the (29) arrow.

According to the invention fig. 32-35 show the engine together with the external supercharging system, to the necessary level of details. The engine has the following parts. (1) Engine block; (9) exhaust port; (9a) compressed air inlet for helping a quick and efficient scavenging; (15) spark plug; (17) blow tube; (28) fuel injector; (92) fuel line that connects the fuel injector to the (95) electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The (89) multi-stage compressor is either driven from the engine via v-belt and pulleys or by any other method, or alternatively by an electric motor. The compressor is air or water cooled and it is noise insulated if this is required. The compressor is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. The compressor has a disposable air filter that matches the requirements of the engine itself as well. The compressed (and therefore heated) air is cooled by the (90a) compressed air cooler. The compressed air is fed into the (93) starter and (94) work air tanks. These are equipped by a (88) check valve, (88a) blow-off valve and (87a) bleeding tap or screw, The two tanks are interconnected via an (87) adjustable air valve. An air filter and an oil filter may or may not be applied, as necessary in the given application. Air supply from the starter tank to the engine itself is controlled by a (85) solenoid valve which is operated by the ignition switch. There is a (86) pressure operated electric switch. The purpose of this one is already described above. The pressure of the compressed air (which is fed into the engine) is controlled by a (86a) adjustable valve. This amount of the compressed air is also controlled when it reaches the (64) metering system with magnetic control. It reaches the (84) solenoid valve, then the anti backfire valve, then the (17) blow tube and then into the combustion chamber of the engine. The (84a) electric wire connects the (84) solenoid valve to the (96) crankshaft sensor. (90) Compressed air lines and (91) controlled pressure air lines are shown as well.

Next part of the invention is the traditional two-stroke engine converted to new type of internal combustion engine. This is engine subtype 2. a according to the definition used in section "Subject of the invention" above. The engine works with an external supercharging system and performs combustion and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM. The engine has an electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more. It has traditional or combined spark plug, one ignition coil per spark plug regardless of plug type (normal or combined), ignition ECU or crankshaft sensor for ignition control, multipoint fuel injector system, blow tube, anti backfire valve, solenoid valve, crankshaft position sensor that controls the solenoid valve (and this sensor control the ignition as well). Compressed air is supplied by the metering system with magnetic control. Alternatively, the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode, each cylinder has its glow plug, traditional or combined Diesel fuel injector and the crankshaft position sensor which controls it, and metering system with magnetic control or combined metering system with magnetic control. The fuel system of the spark plug mode and Diesel mode engines can be based on any other principle not described here, as long as the necessary compressed air is supplied by an external supercharging system.

The engine is still an internal combustion engine, it can run in either directions and its cooling system is unchanged as well. By the conversion the following changes are introduced:

• Mixture lubrication is not used anymore.

• The engine has no intake nor transfer ports.

• It performs no induction, pre-compression and compression strokes therefore it does not have its own "compression ratio" as before.

• Crankcase is not separated per cylinder.

« Timing disc is not needed anymore.

• The fuel pump is not mounted on the engine.

• It has no carburettor or single-point fuel injector, nor the ECU belonging to it.

• The traditional Diesel metering system and Diesel injector can be omitted depending on the given application.

According to the invention, as the piston leaves TDC, a combustion (work) stroke is performed, similarly to the traditional engine. Travelling towards BDC the piston reaches the exhaust port(s) and opens them, starting the exhaust stroke. The exhaust stroke is finished when the piston leaves BDC, starts to move to TDC and closes the exhaust ports. This fact is always the same, regardless of the number of cylinders. If the engine has two or more even number of cylinders, pistons with the same crankshaft offset are beginning their combustion stroke at the same time, leaving TDC. Moving towards BDC they open the exhaust ports at the same time and they start the exhaust stroke together too. To increase the efficiency of scavenging, pure compressed air (without fuel this time) is fed into the cylinder. The exact timing and principle of this feed will be determined by practice. According to the invention, the compressed air line which helps scavenging is directly connected between the starter air tank and the solenoid valve. In this case the solenoid valve has two inputs. Line that helps scavenging is connected to one of the inputs. Compressed air or compressed air and fuel mixture is connected to the other input. Both inputs are controlled by a crankshaft position sensor. At exhaust stroke the sensor triggers the pure compressed air circuit, thus helps increase the efficiency of the scavenging. The sensor also triggers the other circuit which feeds compressed air or mixture of compressed air and fuel into the combustion chamber.

The conversion of the traditional engine to the engine according to the invention requires the following. Intake and transfer ports are closed and blanked off. Bore and stroke of the cylinder(s) are unchanged. Piston(s) are modified or replaced with new ones. To modify the original piston one or (if possible) two compression piston rings are unchanged. Beneath these two more piston ring grooves are prepared, one for an oil control piston ring and one for an oil transfer piston ring. Both of the new piston rings are secured in their position and follow the alignment of the compression piston rings. On the oil transfer piston ring and on the piston itself there is no oil transfer bore (or opening) in the whole width of the exhaust port. In case of new piston(s) these are designed to match the fuel type to be used and the piston rings (and piston ring positions) to be applied. On the top of the piston there are two compression piston rings, one oil control piston ring and one oil transfer piston ring. Their alignment is matching the requirements of a two-stroke engine and they are locked against turning. In case of a new piston, as opposed to a traditional two-stroke engine, there is a new oil control piston ring at the bottom of the piston skirt. It is not necessary to lock this new piston ring against rotation. The purpose of the new piston ring is to perfectly seal the crankcase from the exhaust system, thus preventing oil fumes getting into the exhaust. This becomes the most important at and near TDC of the piston, since this bottom oil control piston ring seals the exhaust port from the crankcase. The sizing of the piston and its bottom oil control piston ring has to match the following requirements. At TDC the upper edge of the new oil control ring is just below the bottom edge of the exhaust port (by "lmm). At BDC the piston top is level to the bottom edge of the exhaust port which allows the maximum opening and the best possible scavenging. Scavenging is improved by a well timed pure compressed air blow fed into the cylinder.

According to the invention the converted engines with two or more cylinders have to be further modified. The intermediate crankcase walls between the cylinders have to be opened. Only two oil seals are unchanged, at the ends of the crankshaft. The labyrinth ring has to be replaced with an oil seal. In case of engines with timing disc, the discs have to be removed. The intermediate crankcase walls are opened: openings are cut on the walls. It is important to prepare openings at the very bottom of the walls as well, in the largest possible size. In mass production a new oil sump may be designed for this purpose. In this case the engine can be converted, similarly to the four-stroke engines, to dry or wet sump lubrication system with oil pump and oil spraying (or oil sprinkle only) which matches the required RPM range.

The following parts are not needed anymore, these are to be removed and their original installation places are to be blanked off with proper sealing: engine-mounted fuel pump; intake port;

carburettor or single-point fuel injector with its ECU; traditional diesel fuel injector; traditional diesel fuel metering system (depending on the given application). New fuel pump is installed which is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, as required by the given application. Compressed air is supplied by an external supercharging system. Compressed air is metered by the metering system with magnetic control, while the mixture of compressed air and fuel is metered by the combined metering system with magnetic control. Any other fuelling system may be used together with the blow tube, anti backfire valve, solenoid valve and its trigger sensor. Depending on the fuel type to be used, traditional or combined spark plug is used. In all cases, there is one ignition coil for each spark plug which is triggered by either a crankshaft position sensor or by an ECU.

In Diesel mode, if the existing Diesel metering pump is being kept, it has to be modified to match the new engine cycle (combustion and exhaust strokes only). Traditional Diesel fuel injectors are removed and combined Diesel fuel injectors and anti backfire valves are installed. This connects to the solenoid valve which controls the feed of compressed air. The solenoid valve is triggered by the crankshaft position sensor. The accelerator pedal controls the fuel quantity as in the traditional engine setup. The amount of compressed air is controlled by the accelerator cable or any other technical solution, via the metering system with magnetic control.

It is easier to use the combined metering system with magnetic control in case of Diesel engines as well. The combined metering system with magnetic control is part of the present invention. In this case the original Diesel fuel injector and Diesel metering pump are removed from the engine. The place of the pump is perfectly sealed and blanked off. In the bore of the Diesel fuel injector an adaptor insert is installed. Into the adapter the blow tube, the anti backfire valve, and upon these the solenoid valve are installed. The solenoid valve is triggered by the crankshaft position sensor.

In case of either spark plug operated or Diesel engines there can be alternative fuel supply systems as long as the compressed air is supplied by an external system in all cases.

According to the invention the engine can run in both directions. If necessary, the starter motor, its clutch, pinion, and the connection of these to the flywheel rim gear are all to be modified accordingly. Cooling system and exhaust system may have to be modified as well, depending on the given application. Special cases are the water pump which works less efficiently in the reverse direction. If the cooling fan is not an electric one then this one is going to work in reverse direction as well (suck instead of blow).

According to the invention the engine works as follows. The starter motor is turned on. The piston reaches the position just before TDC and the cylinder receives the necessary amount of compressed air and injected fuel (or the mixture of the two). The exact principle of the fuelling depends on the given application, such as:

• Spark plug operated engine, if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, one blow tube per chamber: the required amount of

compressed air-fuel mixture is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.

• In Diesel mode: glow plug, Diesel fuel injector, blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, one blow tube per chamber with anti backfire valve and glow plug:

compressed air and fuel mixture is metered by the metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins. The piston travels from TDC to BDC and reaches the exhaust port. This means the end of the combustion stroke and the beginning of the exhaust stroke. The exhaust stroke is finished when the piston starts to return from BDC to TDC and closes the exhaust port totally. During the exhaust stroke the scavenging effect may be improved by feeding pure compressed air into the cylinder. After the exhaust stroke the piston reaches TDC and the cycle is repeated. The engine now runs on its own. The compressed air is provided by the external supercharging system and the starter motor is turned off.

Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], converted to new type of internal combustion engine with double cubic volume and triple rated power as compared to the original engine. The engine works with an external supercharging system and performs combustion and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM. The engine can run in either directions. The engine now has exhaust port and valve only. There can be more than one exhaust ports and valves per combustion chamber. The timing of the exhaust valve is controlled by a camshaft which has two or four cams per exhaust valve. The cams have a symmetric profile. The engine is also equipped with the following: a fuel pump that matches the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The compressed air is controlled by the metering system with magnetic control, or alternatively the mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. In Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that is modified for engine cycle of combustion and exhaust stroke only; blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump. For either the spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases. The engine is still an internal combustion engine. The cooling system is not altered. All intake ports of the engine are now closed and blanked off, intake valves are not used (i.e. opened) any more. Alternatively, intake valves may be used as exhaust valves from now on. The engine has no induction and compression stroke, therefore it has no "compression ratio" by itself. Intake valves do not work as intake valves anymore. The engine has no mechanical fuel pump, carburettor, single-point injection system and an ECU for this, nor ignition distributor.

According to the invention, the converted engine always performs a combustion (work) stroke when the piston leaves TDC, and always performs an exhaust stroke when the piston leaves BDC. This fact is independent of the number of cylinders in the engine. The engine now performs one combustion (work) stroke per revolution per cylinder. In case of two or more even number of cylinders, pistons with the same crankshaft offset start their combustion stroke together (after TDC), and start their exhaust stroke together (after BDC). This means an inline four cylinder engine performs four combustion strokes per crankshaft revolution.

According to the invention, the bore and the stroke of the engine remains unchanged however there is a variety of exhaust valve timing principles and engine conversion methods. As an example of an inline four cylinder engine with one exhaust and one intake valve per cylinder, to make use of the now redundant intake ports and valves, these can be used as exhaust ports and valves. In this case the camshaft is replaced with a new camshaft which is part of the present invention. The new camshaft - as of the example - operates two exhaust valves per cylinder and has four cams per exhaust valves and the cams have symmetric profiles. The camshaft with four cams per exhaust valves has 1/2 valve lift on each of its cams, compared to the original camshaft. Size differences between (former) intake and exhaust valves are now not considered. The former intake valves may be replaced with new valves made of materials that match the requirements of an exhaust valve. In this example the camshaft revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly. The new camshaft, as per its main sizes, is interchangeable with the original one. The new camshaft allows the engine to run in either directions. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.

Due to the variable running direction the following have to be considered and modified if necessary. Valve timing chain or belt tension methods; starter motor and its pinion and the connection between the pinion and the flywheel rim gear; water pump efficiency (in reverse rotation); at mechanical cooling fans the air flow is reverse as well.

According to the invention, in case of the camshaft with four cams per exhaust valve, the cams have to be set to control (open/close) all the valves of a given cylinder together at the same time. Also, in case of more than two even number of cylinders, all valves of the together moving piston pairs have to be controlled in the same manner. For example, at a four cylinder inline engine the pistons of cylinder #1 and #4 are moving together, exhaust valves of both cylinders start to open together, just after BDC and are closed, again together, before TDC. The same is true for cylinders #2 and #3 in the given example. The engine in the given example performs four combustion (work) strokes per crankshaft revolutions. Again, in case of engines with odd number of cylinders, the same principles shall be applied.

According to the invention, the inlet manifold of the engine has to be removed and exhaust collector pipes are connected instead. Starting from here, a new exhaust system is to be installed, with the same parameters as the existing exhaust system. The cooling system is to be upgraded to the necessary level (by applying a larger radiator, larger fan, improved water pump or fan motor, etc).

The following parts can be removed as they are now redundant: engine mounted ignition distributor, mechanical fuel pump, carburettor or single-point injection system and its ECU, and the traditional spark plugs. In Diesel mode the traditional Diesel metering pump is not needed anymore. The original place of these parts have to be properly sealed and blanked off. A new electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more, depending on the given application, is installed. Fuel supply can be provided by the metering system with magnetic control or by the combined metering system with magnetic control. The fuelling itself can be set up depending on the layout of the original engine (to be converted), such as:

• Spark plug operated engine, if it has one fuel injector and one traditional spark plug, the spark plug is replaced with a combined spark plug. One ignition coil is applied to each spark plug and one anti backfire valve. The compressed air is fed into the anti backfire valve through the metering system with magnetic control and the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. Ignition can be controlled by the existing ignition ECU or by the crankshaft position sensor.

• Spark plug operated engine, if it has a carburettor or a single-point injection system. The carburettor (or the single-point injection system) is removed, together with the intake manifold. The traditional spark plug is replaced with a combined spark plug. Each spark plug has its own ignition coil and anti backfire valve. The mixture of the compressed air and fuel is fed into the anti backfire valve through the combined metering system with magnetic control and the solenoid valve. The solenoid valve is triggered by the crankshaft sensor. The ignition can be controlled by its own ignition ECU or by the crankshaft sensor.

• Fuelling method for converted Diesel engines. The original Diesel fuel injector and metering pump is removed, the place of the pump is properly sealed and blanked off. In the place of the fuel injector an adaptor insert is installed according to the invention. Into this insert goes the blow tube and the anti backfire valve. Alternatively, the anti backfire valve can be installed directly into the cylinder head itself. The mixture of the compressed air and fuel is now fed into this assembly through the combined metering system with magnetic control and the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor.

• Another fuelling method for Diesel engines. The original Diesel fuel injector is replaced with the combined Diesel fuel injector which is part of the present invention. The anti backfire valve is installed to the compressed air connection of the combined Diesel fuel injector. The compressed air is fed into this assembly through the metering system with magnetic control and the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. This principle is applied in accordance with the inventions, in case of the modified diesel metering pump for combustion and exhaust strokes only. This is to be used for engines with more than two even number of cylinders, or for the engines in the other group, with one, two, or more odd number of cylinders.

In these cases the accelerator pedal (and cable) has multiple purposes because it controls not only the fuel (metered by the Diesel pump) but the amount of compressed air as well, via the metering system with magnetic control.

In case of combined spark plug or combined Diesel fuel injectors any other fuelling system may be used for engines with combustion and exhaust strokes only. The cubic volume of the engine is now double and the output power is triple, compared to the original engine. After the conversion the expectable lifespan of the engine should remain the same or longer than before.

According to the invention the following kind of camshaft may be used as well. As an example, the original engine is a four-cylinder inline engine with one exhaust and one intake valve per cylinder. Camshaft bearings are plain bearings. The new (replacement) camshaft has the same installation dimensions and it is interchangeable with the original one. This camshaft operates the exhaust valves only: according to the invention one exhaust valve is operated per cylinder, with two cams per exhaust valve. Cam profiles are symmetric. The valve lift is the same as the valve lift of the original camshaft. On the replacement camshaft there are no intake cams and there is no pinion or other drive for the fuel pump and/or the ignition distributor. Valves of the pistons at the same position are operated at the same timing. This is achieved with the same alignment of the relevant cams. In the given example valves of cylinders #1 and #4 start to open when these pistons leave BDC, and they are closed when pistons approach TDC. The same is true for cylinder pair #2-#3. The camshaft is interchangeable with the original one. The drive ratio of the camshaft is the same as before. The engine can work in any directions. Camshaft timing chain or belt adjusters have to be modified accordingly. Starter motor, its pinion and clutch, and their connection to the flywheel rim gear have to be revised. The water pump works at lower performance when driven in the opposite direction. The cooling fan, in case of a mechanical drive, turns in the opposite direction, therefore it is going to suck instead of blow. Again, the converted engine of the example performs four combustion strokes per crankshaft revolutions. Engines with odd number of cylinders can be designed based on the principles above. Using this camshaft, all intake ports of the engine are to be closed and blanked off. Intake valves are not operated. The engine has no induction and compression stroke, it has no compression ratio by itself. The ignition distributor, mechanical fuel pump, carburettor or single-point injection system and its ECU are made redundant. Their original place can be sealed and blanked off. The original exhaust system is to be modified (extended) to the required level, or it can be replaced with a larger one. Other modifications are the same as in the case of the camshaft with four cams per valve, such as: the combined spark plug; fuel injector and metering system with magnetic control; or combined spark plug and combined metering system with magnetic control; the Diesel metering pump modified to match the requirements of engines with two or more even number of cylinders and combustion (work) + exhaust strokes only; or the Diesel metering pump modified to match the requirements of engines with two or more but odd number of cylinders and combustion (work) + exhaust strokes only.

According to the invention the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, the following happens.

• Spark plug operated engine, if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control via the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, one blow tube per chamber: the required amount of

compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.

• In Diesel mode: glow plug, combined Diesel fuel injector, blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, one blow tube per chamber with anti backfire valve and glow plug:

compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins. The piston moves towards BDC and reaches the position when exhaust valve is opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated. The engine is started. The compressed air is provided by the external supercharging system. The starter motor is turned off.

Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], converted to new type of internal combustion engine 1/3 less cubic volume and nearly the same rated power as compared to the original engine. The engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM. The intake ports and valves of the original engine now function as exhaust ports and valves. The timing of the exhaust valve is controlled by a camshaft which four cams per exhaust valve. The cams have a symmetric profile. The engine can run in either directions and it is still an internal combustion engine. The engine is also equipped with the following: a fuel pump that is capable of 2- 4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control. In Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump. For either the spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases. The engine has no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single-point injection system and an ECU for this, nor ignition distributor.

According to the invention, the converted engine always performs a combustion (work) stroke when the piston leaves TDC, and always performs an exhaust stroke when the piston leaves BDC. This fact is independent of the number of cylinders in the engine. The engine now performs one combustion (work) stroke per revolution per cylinder. In case of four or more even number of cylinders, pistons with the same crankshaft offset start their combustion stroke together (after TDC), and start their exhaust stroke together (after BDC). This means an inline four cylinder engine performs four combustion strokes per crankshaft revolution.

According to the invention, the converted engine has the same cylinder bore and stroke compared to the original engine, while the cubic volume is reduced by 1/3. This is achieved by reducing the combustion chamber volume by 2/3. This is made possible by the various combustion chamber inlays or by combined adaptors or by pre-chambers with reduced volume. These are available in various designs and are covered by the invention.

The various designs of combustion chamber inlays are applied to the engine as necessary. These are either bolted to the unused intake valves, or to the combustion chamber of the cylinder head, or to both of these, or alternatively to the piston top. The inlays are secured with special care for the engine operation and the coolant ducts. The cubic volume and therefore the output power can be reduced by this method.

The combined adaptor can be installed in the place of the Diesel fuel injector. This is a quick solution to reduce combustion chamber volume of small and middle sized Diesel engines. The pre chamber with reduced size is interchangeable with (and can be installed in the place of) the original pre- chamber of all sizes of Diesel engines.

Engine operation is intact due to the holes and bores on the combustion chamber inlays. These holes and bores accommodate the traditional or combined spark plug or glow plug, the combined Diesel injector or adaptor, the exhaust valve or valves. The thickness of the cylinder head gasket is added to the combustion chamber volume. This has to be considered when the 2/3 : 1/3 ratio is designed and set. As part of the conversion according to the invention, new camshaft has to be installed which matches the requirements of an engine with combustion (work) and exhaust stroke only. The camshaft is interchangeable with the original one, is made of the same material and has the same installation dimensions. Different is the cam design. There are four cams per exhaust valves. The cam profiles are symmetric. Valve lift is half of the original valve lift. Further difference is that the intake valves now work as exhaust valves. The camshaft has no pinion or other drive for mechanical fuel pump or ignition distributor. The four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders. The engine may have pistons that travel together (at the same offset) and there may be more exhaust valves (including the former intake valves) per cylinder. The operation of these valves are synchronized by the cam alignment. As an example, in case of a four-cylinder inline engine, exhaust valves of cylinders #1 and #4 open together as pistons leave BDC and close together before pistons reach TDC. The same is true for cylinders #2 and #3. The same principles are to be considered when designing the conversion and the new camshaft of engines with six, eight, etc. even number of cylinders. Again, the former intake valves and ports now act as exhaust valves and ports. If necessary, these former intake valves can be replaced with new ones made of materials feasible for exhaust valve requirements.

The above described camshaft revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly. The new camshaft, as per its main sizes, is interchangeable with the original one. The new camshaft allows the engine to run in either directions. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.

Due to the variable running direction the following have to be considered and modified if necessary. Valve timing chain or belt tension methods; starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.

At the conversion according to the invention, the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself. The distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off. Since the former intake valves work as exhaust valves, the intake ports become exhaust ports. These have to be connected to the exhaust system. The cooling system and the exhaust system can be modified if necessary. According to the cooling mode and the cubic volume, the engine can work with reduced size of any of the following: cooling fan/turbine, cooler motor, radiator, water pump, water pump turbine fin. The exhaust system can be modified to or replaced with a matching one. New fuel pump is installed which is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application.

According to the invention, if the engine has a multi-point injection system and traditional spark plug, the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only. The traditional spark plugs are replaced with combined spark plugs. There is one ignition coil per spark plug. There are anti backfire valves installed on the combined spark plugs. The compressed air is fed into the anti backfire valve through the metering system with magnetic control and through the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. The ignition is controlled by the existing ECU which is modified to fit the

requirements of the new type engine. The ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well. The metering system can be of any other kind as long as the compressed air is provided by an external supercharging system.

On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as my invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only. The original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well. Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system. The throttle pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control. In this case the Diesel metering pump and the Diesel fuel injectors are redundant and can be removed. The place of the pump is sealed and blanked off. The Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert. Blow tubes, anti backfire valves and solenoid valves are installed as well. The solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control. The compressed air is provided by an external supercharging system.

According to the invention the converted engines have the same or longer expected lifetime while the output power is the same as before, with an 1/3 smaller cubic volume and 1/3 less fuel consumption pro 100 km's. The alternator, the cooling system, the exhaust system, the starter motor and flywheel rim gear can be modified as necessary, i.e. a low power alternator, a smaller radiator, smaller cooling fan and motor, smaller exhaust system that matches the smaller cubic volume, smaller starter motor may be used. Again, the engine can run in either direction which requires further modifications already detailed.

According to the invention the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:

• Spark plug operated engine, if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, one spark plug and blow tube per chamber: the required

amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.

• In Diesel mode: RIQW plug, combined Diesel fuel injector and blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, one glow PIUR, one adaptor insert or combined adaptor insert per compression chamber: compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins. The piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated. The engine is started. The compressed air is provided by the external supercharging system. The starter motor is turned off.

Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], where the number of cylinders is a multiple of three, converted to new type of internal combustion engine. The number of cylinders is any multiple of three (i.e. three, six, nine, etc). After the conversion 1/3 of the cylinders operate (i.e. 1 of 3, 2 of 6, 3 of 9, and so on). The engine may use the original crankshaft. In this case (e.g. 6- cylinder engine) the two cylinders with the same crankshaft offset are to be used, along with the new camshaft with four symmetrical cams per exhaust valve. Alternatively, to achieve a smoother engine run and bigger torque, a new crankshaft may be used. For a six-cylinder engine, the two working cylinders can have 180° offset compared to each other. The engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes and it is always optimal for the given engine RPM. The intake ports and valves of the original engine now function as exhaust ports and valves. The timing of the exhaust valve is controlled by a camshaft which four cams per exhaust valve. The cams have a symmetric profile and valve lift is half of the original valve lift. The converted engine has 1/3 less cubic volume and equal output power compared to the original engine. The engine can run in either directions and it is still an internal combustion engine. The expected lifetime is triple of the original. The cooling system remains unaltered. The engine is equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control. In Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump. For either the spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases. For the non operating cylinders: the piston is removed together with the piston rings, piston pin, connection rod, connection rod bearings. Oiling ducts of the crankshaft have to be blanked off at the connection rod bearings of the removed pistons. Not used exhaust and intake ports have to be blanked off at the non used cylinders. All moving parts in the valve control are to be removed (valve rockers, valve pushrods, etc). Camshaft cams are redundant as well, for the non used cylinders. At the operating cylinders, the former inlet valves and ports are now exhaust valves and ports, therefore these ports are connected to the exhaust system. The engine has no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single-point injection system nor an ECU for this, nor an ignition distributor.

According to the invention, the converted engine with three, six etc. number of cylinders works as follows. Any piston moving from TDC to BDC always perform a combustion (work) stroke, and any piston moving from BDC to TDC always perform an exhaust stroke. This fact is independent of the number of pistons and the direction of rotation. The engine performs one combustion and one exhaust stroke per cylinder per crankshaft revolution.

According to the invention, the cylinder bore and stroke of the original engine is unaltered. The cubic volume is decreased by 1/3 and this is achieved by reducing the number of working cylinders in the engine. The three-cylinder engine has one working cylinder only. The six-cylinder engine has two working cylinders only. By the number of cylinders omitted this looks like a 2/3 decrease but using the external supercharging system allows the engine perform a working combustion stroke in half turn of the crankshaft, while during the other half turn it performs the exhaust stroke and near TDC it receives the compressed air and the fuel or the mixture of these two, and by receiving the ignition (or self ignition) the cycle is repeated. Such an engine, with combustion (work) and exhaust strokes only, has twice the effective cubic volume as it had before the conversion, while the output power is equal to the original power of the three-cylinder engine. This is because now we have only one working cylinder and the engine has less friction loss than before, with three working cylinders.

As part of the conversion according to the invention, new camshaft has to be installed which matches the requirements of an engine with combustion (work) and exhaust stroke only. The camshaft is interchangeable with the original one, is made of the same material and has the same installation dimensions. Different is the cam design. There are four cams per exhaust valves. The cam profiles are symmetric. Valve lift is half of the original valve lift. The camshaft has no pinion or other drive for mechanical fuel pump or ignition distributor. The four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders. The engine may have pistons that travel together (at the same offset). The operation of these valves are synchronized by the cam alignment. As an example, in case of a six-cylinder inline engine, exhaust valves of cylinders #1 and #6 open together as pistons leave BDC and close together before pistons reach TDC. The same is true for cylinders later to be used, #2 and #5. The same principles are to be considered when designing the conversion and the new camshaft of engines where number of cylinders is multiple of three.

The above described can run in either directions and it revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly. The new camshaft, as per its main sizes, is interchangeable with the original one. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber.

Due to the variable running direction the following have to be considered and modified if necessary. Valve timing chain or belt tension methods; starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.

According to the invention, if the engine has more than one cylinders and the engine run is required to be smoother (thus the torque to be bigger), besides the new camshaft a new crankshaft has to be installed as well. The new crankshaft has the same installation dimensions as the original one, therefore they are interchangeable, with the exception of the piston rod bearing offset. The piston rod bearing offset of the working cylinders is going to be 180° to each other. This means while one piston is at TDC the other one is at BDC and the engine performs one combustion stroke in each half rotation of the crankshaft while the engine can run in any direction.

At the conversion according to the invention, the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself. The distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off. New fuel pump is installed which is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application.

According to the invention, if the engine has a multi-point injection system and traditional spark plug, the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only. The traditional spark plugs are replaced with combined spark plugs. There is one ignition coil per spark plug. There are anti backfire valves installed on the combined spark plugs. The compressed air is fed into the anti backfire valve through the metering system with magnetic control and through the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. The ignition is controlled by the existing ECU which is modified to fit the

requirements of the new type engine. The ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well.

On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as covered by invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only. The original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well. Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system. The throttle pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control. In this case the Diesel metering pump and the Diesel fuel injectors are redundant and can be removed. The place of the pump is sealed and blanked off. The Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert. Blow tubes, anti backfire valves and solenoid valves are installed as well. The solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control. The compressed air is provided by an external supercharging system.

According to the invention the converted engines have triple expected lifetime while the output power is the same as before, with an 1/3 smaller cubic volume and 1/3 less fuel consumption pro 100 km's. The alternator, the cooling system, the exhaust system, the starter motor and flywheel rim gear can be modified as necessary, i.e. a low power alternator, a smaller radiator, smaller cooling fan and motor, smaller exhaust system that matches the smaller cubic volume, smaller starter motor may be used. Again, the engine can run in either direction which requires further modifications already detailed.

According to the invention the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:

• Spark plug operated engine, if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, one spark plug and blow tube per chamber: the required

amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.

• In Diesel mode: glow plug, combined Diesel fuel injector and blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, one glow plug, one adaptor insert or combined adaptor insert per compression chamber: compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins. The piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated. The engine is started. The compressed air is provided by the external supercharging system. The starter motor is turned off.

Next part of the invention is the traditional four-stroke engine with intake and exhaust valves [engine subtype 2.b according to the definitions above], where the number of cylinders is not a multiple of three, converted to new type of internal combustion engine. The number of cylinders is not a multiple of three, and the number of cylinders is not five. After the conversion the two- cylinder engine has one working cylinder, the four-cylinder engine has two working cylinders, the eight-cylinder engine has four working cylinder. The same principle can be applied to engines with more cylinders, in case the number of cylinder is not a multiple of three. The engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes, even while the engine runs. Any piston leaving TDC performs a combustion stroke and any piston leaving BDC performs an exhaust stroke, and this is independent of the direction of the rotation and of the number of cylinders. The engine performs one combustion (work) and one exhaust stroke per cylinder per crankshaft revolution. The pressure of the compressed air that is fed into the working cylinders is always optimal for any given engine PM. Working cylinders have one or more exhaust valves and ports per cylinder and they have no intake valves and ports. The former intake valves and ports can be used as exhaust valves and ports. In this case the timing of the exhaust valves is controlled by a camshaft which four cams per exhaust valve. The cams have a symmetric profile and valve lift is half of the original valve lift. The converted engine has the same cubic volume and twice the output power as compared to the original engine. The engine can run in either directions and it is still an internal combustion engine. The expected lifetime is triple of the original. The cooling system remains unaltered. The engine is equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; traditional or combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor that triggers the ignition; multipoint fuel injection system if required; blow tubes; anti backfire valves; solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The air and fuel are supplied by the metering system with magnetic control or alternatively the combined metering system with magnetic control. In Diesel mode there are: glow plugs for each cylinder; traditional or combined Diesel fuel injectors; Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only. As necessary there are blow tubes; anti backfire valves; solenoid valves and their crankshaft position sensor; metering system with magnetic control or combined metering system with magnetic control; electric fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application. For either the spark plug or the glow plug engine there can be any alternative fuelling system as long as the required amount of compressed air is provided by the external supercharging system in all cases. For the non operating cylinders: the piston is removed together with the piston rings, piston pin, connection rod, connection rod bearings. Oiling ducts of the crankshaft have to be blanked off at the connection rod bearings of the removed pistons. Not used exhaust and intake ports have to be blanked off at the non used cylinders. All moving parts in the valve control are to be removed (valve rockers, valve pushrods, etc). Camshaft cams are redundant as well, for the non used cylinders. At the operating cylinders, the former inlet valves and ports are now exhaust valves and ports, therefore these ports are connected to the exhaust system. The engine has no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single-point injection system nor an ECU for this, nor an ignition distributor.

According to the invention, the converted engine with two, four, eight etc. number of cylinders works as follows. Any piston moving from TDC to BDC always perform a combustion (work) stroke, and any piston moving from BDC to TDC always perform an exhaust stroke. This fact is independent of the number of pistons and the direction of rotation. The engine performs one combustion and one exhaust stroke per cylinder per crankshaft revolution.

According to the invention, the cylinder bore and stroke of the original engine is unaltered. Despite the halved number of cylinders, the output power is about 150% and the expected lifespan is doubled as compared to the original engine. The engine can run in either directions. It is advised to keep working cylinders that have a 180° offset from each other since this results in a smooth engine run and higher torque. For example, in case of an inline four-cylinder engine, Cylinders #1 and #2, or cylinders #1 and #3 could be kept. This is followed by #2 and #4, or #3 and #4. Of course the working order can be reverse as well. After the conversion the engine can be started with #2 and #4, or #3 and #4.

As part of the conversion according to the invention, new camshaft has to be installed which matches the requirements of an engine with combustion (work) and exhaust stroke only. The camshaft is interchangeable with the original one, is made of the same material and has the same installation dimensions. Different is the cam design. There are four cams per exhaust valves. The cam profiles are symmetric. Valve lift is half of the original valve lift. The camshaft has no intake valve cams, and it has no pinion or other drive for mechanical fuel pump or ignition distributor. The four-lobe cams are aligned to each other as defined by the crankshaft offset of the given cylinders. The engine may have pistons that travel together (at the same offset). The operation of these valves are synchronized by the cam alignment. As an example, in case of a four-cylinder inline engine, exhaust valves of cylinders #1 and #4 open together as pistons leave BDC and close together before pistons reach TDC. The same is true for cylinders later to be used, #2 and #3. The same principles are to be considered when designing the conversion and the new camshaft of engines where number of cylinders is not a multiple of three. Please note this is an example only, for in case it is better to use cylinders with 180° piston rod bearing offset since it gives smoother engine run and higher torque.

The above described camshaft can run in either directions and it revolves at half the speed compared to the original camshaft, therefore the camshaft drive ratio has to be modified accordingly. The new camshaft, as per its main sizes, is interchangeable with the original one. Risk of pistons hitting the valves is highly reduced in case of an engine failure. Exceptions are the engines with flat cylinder head surface (no combustion chamber in the cylinder head). An example of such engines is a Diesel engine with exhaust valve and pre chamber. Due to the variable running direction the following have to be considered and modified if necessary. Valve timing chain or belt tension methods; starter motor and its pinion and the connection between the pinion and the flywheel rim gear; at mechanical cooling fans the air flow is reverse; water pump efficiency (in reverse rotation) is less.

According to the invention, if the engine has more than one cylinders and the engine run is required to be smoother (thus the torque to be bigger), besides the new camshaft a new crankshaft has to be installed as well. The new crankshaft has the same installation dimensions as the original one, therefore they are interchangeable, with the exception of the piston rod bearing offset. The piston rod bearing offset of the working cylinders is going to be 180° to each other. This means while one piston is at TDC the other one is at BDC and the engine performs one combustion stroke in each half rotation of the crankshaft while the engine can run in any direction.

At the conversion according to the invention, the intake valves do not operate as intake valves. There are no induction and compression strokes, therefore the engine has no compression ratio by itself. The distributor head (mounted on the engine), the mechanical fuel pump, the intake manifold, the carburettor or the single-point injection system with its ECU are made redundant. These are to be removed, their places are to be sealed properly and blanked off. New fuel pump is installed which is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application.

According to the invention, if the engine has a multi-point injection system and traditional spark plug, the ignition control has to be modified to fit the requirements of the engine having combustion (work) and exhaust strokes only. The traditional spark plugs are replaced with combined spark plugs. There is one ignition coil per spark plug. There are anti backfire valves installed on the combined spark plugs. The compressed air is fed into the anti backfire valve through the metering system with magnetic control and through the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. The ignition is controlled by the existing ECU which is modified to fit the

requirements of the new type engine. The ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well. Fuel supply may be delivered by the original fuel pump if it matches the requirements of the engine. Otherwise it has to be replaced. Again, any other compressed air supply system may be used as long as it matches the requirements of the given engine and it utilizes the external supercharging system.

According to the invention, in case of engines with carburettor or single-point injection system these fuelling systems are removed from the engine. The fuel pump is removed from the engine. The intake manifold, the ignition distributor and the ECU of the single-point fuel injection system are removed as well. Their places are sealed and blanked off as necessary, except for the intake ports, since the former intake ports can be utilized as exhaust ports now. These are to be connected to the exhaust system. The traditional spark plugs are replaced with combined spark plugs. There is one ignition coil per spark plug. There are anti backfire valves installed on the combined spark plugs. The mixture of compressed air and fuel is fed into the anti backfire valve through the combined metering system with magnetic control and through the solenoid valve. The solenoid valve is triggered by the crankshaft position sensor. The ignition is controlled by the existing ECU which is modified to fit the requirements of the new type engine. The ignition can be alternatively controlled by a crankshaft position sensor which can control the solenoid valve as well. Fuel supply may be delivered by the original fuel pump if it matches the requirements of the engine. Otherwise it has to be replaced. Again, any other compressed air supply system may be used as long as it matches the requirements of the given engine and it utilizes the external supercharging system.

On Diesel engines modified according to the invention, if the original Diesel metering pump is kept, the modified Diesel metering pump has to be used, as covered by invention, which has two groups, and supports engines with combustion (work) and exhaust stroke only. The original Diesel injectors are replaced with combined Diesel injectors which are equipped with anti backfire valve and solenoid valve as well. Metering system with magnetic control is used as well and the compressed air is provided by an external supercharging system. The accelerator pedal controls not only the amount of fuel (via the reduced dose metering pump) but the amount of compressed air as well, via the metering system with magnetic control. It is more simple and efficient to operate the engine with the use of combined metering system with magnetic control, covered by the invention. In this case the Diesel metering pump and the Diesel fuel injectors are redundant and can be removed. The place of the pump is sealed and blanked off. The Diesel fuel injectors are replaced with the adaptor insert or the combined adaptor insert. Blow tubes, anti backfire valves and solenoid valves are installed as well. The solenoid valve is triggered by the crankshaft position sensor while the necessary amount of compressed air and the fuel is controlled by the combined metering system with magnetic control. The compressed air is provided by an external supercharging system.

According to the invention the engine works as follows. By using the starter motor the piston of the engine moves towards TDC and it reaches its position before combustion (work) stroke. It receives the compressed air or the mixture of compressed air and fuel. Then, according to the given engine layout, various fuelling systems may be applied:

• Spark plug operated engine, if it has one fuel injector and one blow tube per chamber, the fuel injector (timing and duration) is controlled by the ECU while the amount of the compressed air is controlled by the metering system with magnetic control through the solenoid valve. Timing is controlled by the crankshaft position sensor which in turn may control the ignition as well. The controlled amount of compressed air, through the anti backfire valve and the blow pipe, gets into the combustion chamber.

• Spark plug operated engine, one spark plug and blow tube per chamber: the required

amount of mixture of compressed air and fuel is controlled by the combined metering system with magnetic control. The timing is still controlled by the solenoid valve which is in turn triggered by the crankshaft position sensor (which may control the ignition as well). The compressed air and fuel mixture is fed into the combustion chamber through the anti backfire valve and the blow tube.

e In Diesel mode: glow plug, combined Diesel fuel injector and blow tube - Fuel injection time and duration is controlled by the modified Diesel metering system which matches the requirements of engines with combustion and exhaust strokes only. Compressed air is controlled by metering system with magnetic control. Timing is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Compressed air is fed into the combustion chamber via the anti backfire valve and the blow tube.

• Diesel mode, one glow plug, one adaptor insert or combined adaptor insert per compression chamber: compressed air and fuel mixture is metered by the combined metering system with magnetic control. This all is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The compressed air-fuel mixture is fed into the combustion chamber via the anti backfire valve and the blow tube.

The engine turns and receives ignition (or is self ignited) and the first combustion (work) stroke begins. The piston moves from TDC to BDC and reaches the position when exhaust valves are opened. Before reaching TDC the exhaust valve is closed and the exhaust stroke is finished. The piston is before TDC again and the above described cycle is repeated. The engine is started. The compressed air is provided by the external supercharging system. The starter motor is turned off.

Next part of the invention is the traditional four-stroke rotary engine with two or three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine with double cubic volume and approximately 250% rated power as compared to the original engine. The engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 Pa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor. The converted engine may have a modified cooling and/or exhaust system. The converted engine can run in one direction only. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single-point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the engine has combustion (work) and exhaust strokes only, therefore it performs six combustion and six exhaust strokes per chamber per revolution.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel. Which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor.

According to the invention the exhaust system has to me modified to match the doubled cubic volume. A totally new system can be installed. Due to the increased output power and cubic volume, the cooling system is to be upgraded: larger radiator, cooling fan, bigger cooler motor, water pump, more coolant, etc.

According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with two chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where one chamber of the originally two-chamber engine provides us with the original cubic volume and approximately 125% rated power as compared to the original engine. The engine works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of one of the two rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. At the working chamber the converted engine may have a modified exhaust system. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the engine has combustion (work) and exhaust strokes only, therefore it performs six combustion and six exhaust strokes per chamber per revolution. One engine chamber provides us with the same cubic volume and 125% rated power as compared to the original engine, while the non-working chamber may be used again at any time, if the conversions of this invention are applied to it. In this case expected engine lifespan can be doubled. As required, crankshaft bearings might be upgraded, such as the exhaust system as well

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution. The modified exhaust ports may require further adjustments on the exhaust system as well.

By converting and using the other (non-working) chamber too, as per the present invention, the expectable engine lifespan is doubled. In this case the crankshaft bearings and the exhaust system are to be upgraded as well, as required by the given engine layout.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with two chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution. One chamber of the originally two-chamber engine has 1/4 less combustion chamber volume and provides us with 1/4 less cubic volume as compared to the original engine, while having the same rated power and a doubled expectable engine lifespan. By using the second (non-working) chamber again, with the modifications of the present invention, lifespan can be doubled. In this case crankshaft bearing(s) and the exhaust system might have to be upgraded/adjusted to meet the modified engine parameters. The engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of one of the two rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. At the working chamber the converted engine may have a modified exhaust system. At the working chamber the volume of the combustion chambers of the rotor have to be reduced by 1/4. The exhaust and the cooling system might have to be modified as well. After the conversion the engine runs with one chamber only, with reduced combustion chambers at the rotor. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution. The modified exhaust ports may require further adjustments on the exhaust system as well.

By converting and using the other (non-working) chamber too, as per the present invention, the expectable engine lifespan is doubled. In this case the crankshaft bearings and the exhaust system are to be upgraded as well, as required by the given engine layout.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention, the exhaust system (collector pipes) may have to be realigned to match the modified position of the exhaust ports. The exhaust system may be modified to match the reduced cubic volume as well, and this is true to the cooling system too. There can be a smaller radiator, smaller fan, smaller cooler motor, smaller water pump, less amount of coolant, etc.

To reduce the combustion chamber size on the rotor (in the working chamber) we apply special inlays on to the rotor surface. The inlays are rectangular and curved in their shape, and they fit the requirement of the 1/4 volume reduction. The inlay is part of the present invention, detailed in the section about combustion chamber volume reduction. There are three inlay sheets per rotor and these inlays are bolt on (or secured in any other feasible method) to the combustion chambers of the rotor. Special care should be taken of the normal engine operation.

According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve. the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it two chambers of the originally three-chamber engine have 1/3 more cubic volume ant 160% rated power as compared to the original engine. The engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure Of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of one of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. The two working chambers the converted engine may have a modified exhaust system. The exhaust and the cooling system might have to be modified as well. After the conversion the engine runs with two chambers only. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single-point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external

supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.

During the conversion process, the second chamber is modified as in the process outlined above. The rotor of the third chamber is removed, together with its seal rings and apex seals. Oiling, rotor surface lubrication, and the overall work of this chamber is eliminated. The engine operates with two chambers only, from now on.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention, the exhaust system (collector pipes) may have to be realigned to match the modified position of the exhaust ports. The exhaust system may be modified to match the increased cubic volume as well, and this is true to the cooling system too. There can be a larger radiator, larger fan, larger cooler motor, larger water pump, more amount of coolant, etc. According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution. Two chambers of the originally three-chamber engine have 1/3 less combustion chamber volume and provide us with 1/10 less cubic volume and 110% rated power as compared to the original three-chamber engine. The engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied byithe metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of one of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. At the working chamber the converted engine may have a modified exhaust system. At the working chambers the volume of the combustion chambers of the rotor have to be reduced by 1/3. The exhaust and the cooling system might have to be modified as well. After the conversion the engine runs with two chambers only, with reduced combustion chambers at the rotor. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only. In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.

After the conversion is done to a chamber, it has to be done to another one too. The so modified two chambers have their combustion chamber sizes reduced by 1/3 (on the rotors). The combustion chamber volume decrease is achieved by installing the inlays covered by the present invention. The third chamber has its rotor completely removed, together with its seal ring and apex seal. The lubrication is eliminated here (for the rotor as well). From now on the engine works with two chambers only.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention, the exhaust system (collector pipes) may have to be realigned to match the modified position of the exhaust ports. The exhaust system may be modified to match the 1/10 less cubic volume and the 1/10 increased rated power as well, and this is true to the cooling system too.

According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution. One working chamber of the originally three-chamber engine has 1/3 less combustion chamber volume and provides us with 1/3 less cubic volume as compared to the original engine, while having 1/3 rated power. By using the second and third (non-working) chamber again, with the modifications of the present invention, lifespan can be tripled. The engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RP . The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of two out of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. At the working chamber the converted engine may have a modified exhaust system. At the working chamber the volume of the combustion chambers of the rotor have to be reduced by 1/4. The exhaust and the cooling system might have to be modified as well. After the conversion the engine runs with one chamber only, with reduced combustion chambers at the rotor. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology.

According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.

After the conversion of the working chamber, the rotors of the other two (non working) chambers are removed together with their sealing rings and apex seals. Lubrication, rotor surface lubrication, and the overall work of the given rotors are temporarily eliminated. From now on the engine works with one chamber only. The exhaust and cooling system might have to be modified in accordance with the redesigned exhaust ports and the modified rated power. As an example, smaller exhaust system, radiator, fan, cooler motor, water pump might be used along with a less amount of coolant, etc.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system. According to the invention the Diesel engine converted as written above, havinfi a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Next part of the invention is the traditional four-stroke rotary engine with three chambers [engine subtype 2.c according to the definitions above], converted to new type of internal combustion engine where it performs six combustion (work) and six exhaust strokes per chamber per revolution. One working chamber of the originally three-chamber engine has 2/10 more combustion chamber volume and provides us with about 1/5 less cubic volume as compared to the original engine, while having nearly the same rated power. By using the second and third (non-working) chamber again, with the modifications of the present invention, lifespan can be tripled. In this case the crankshaft bearings and the exhaust system connections might have to be modified as well. The engine is a new type of combustion engine, it works with an external supercharging system and performs combustion (work) and exhaust strokes only. It can run on any (alternative) fuel type. The pressure of the compressed air can be adjusted within the extremes even while the engine is running and this pressure is always optimal for the given engine RPM. The engine has two exhaust ports per chamber. The engine is also equipped with the following: a fuel pump that is capable of 2-4 MPa (20-40 Bar, 290-580 psi) or more as required by the given application; two or four traditional and two combined spark plugs, one ignition coil per spark plug in all cases; an ignition ECU or a crankshaft position sensor; two anti backfire valves and solenoid valves; crankshaft position sensor that triggers the solenoid valves and can be used as an ignition trigger as well. The chamber may also have two fuel injectors. The compressed air is supplied by the metering system with magnetic control or alternatively the mixture of compressed air and fuel is supplied by the combined metering system with magnetic control. In Diesel mode there is a Diesel fuel metering pump that has two groups and is modified for engine cycle of combustion and exhaust stroke only, while air is metered by the metering system with magnetic control. There are two solenoid valves per chamber which are triggered by the crankshaft position sensor. There are the following as well, per chamber: two glow plugs, combined fuel injector and anti backfire valve. When working with the combined metering system with magnetic control (which meters the mixture of compressed air and fuel) there are two solenoid valves per chambers, together with the anti backfire valves, blow tubes, connection adaptors. The solenoid valve is triggered by the crankshaft position sensor.

The conversion includes the removal of two out of the three rotors together with their seal rings and apex seals, and the lubrication of the chamber is temporarily eliminated, such as its rotor lubrication and the overall work of the given chamber. At the working chamber the converted engine may have a modified exhaust system. At the working chamber the volume of the combustion chambers of the rotor have to be increased by 1/5. The exhaust and the cooling system might have to be modified as well. After the conversion the engine runs with one chamber only, with reduced combustion chambers at the rotor. The converted engine can run in one direction only and it is still an internal combustion engine. The engine has no intake ports, no induction and compression stroke, therefore it has no "compression ratio" by itself. The engine has no mechanical fuel pump, carburettor, single- point injection system with an ECU for this, nor ignition distributor. In either spark plug mode or Diesel mode there can be any kind of fuelling system that matches engine requirements, as long as the compressed air is supplied by an external supercharging system. In case the engine has two spark plugs per chamber, the fuelling ECU has to be modified to fit the engine with combustion (work) and exhaust stroke only.

In case of a rotary engine the cylinder is called a chamber, the rotary piston is called a rotor, the side walls of the chamber are called side covers. There is a combustion chamber as well. I am going to use the same terminology. According to the invention the cubic volume (thus the output power) is not determined by the chamber volume and rotor size, but by the combustion chamber volume (to a greater extent) and by the antiknock value of the fuel being used (to a smaller extent). The engine can accommodate special combustion chamber shapes, and special additional parts to achieve these. The engine can run in Diesel mode as well.

According to the invention the fuelling system conversion is performed as per the original fuelling system setup. If the original engine has a carburettor or single-point injection system with mechanical fuel pump and ignition distributor, these are removed together with the intake and exhaust connectors and their places are sealed and blanked off as necessary. If the original engine has a multipoint injection system or Diesel injectors, the bores of these are kept. Intake and exhaust ports are blanked off within the chamber: these are filled in with a material that bears the heat other parameters of a working engine. The filling is level with the surface of the chamber. It meets the apex seals perfectly. The purpose of this is to eliminate the intake and exhaust ports and achieve a perfect chamber wall surface.

If the engine, per chamber, has two or three spark plugs and maybe a fuel injector or a glow plug and a Diesel fuel injector, then two or three new spark plug bores and one fuel injector or one glow plug and a Diesel fuel injector bores are prepared. Two exhaust ports per chamber have to be prepared so that the rotor, when its combustion chamber side reaches to the two or three spark plug bores and one fuel injector or one glow plug and a Diesel injector, then these are totally closed and separated. This rotor position is marked, on the stator, in the counter rotation direction, at the apex. The new exhaust port is placed as an opposite of the direction of rotation. When the rotor is in the position given above, the exhaust port is right before the apex seal and they do not interfere in this position. Special care should be taken when the new exhaust ports, spark plug and fuel injector bores, glow plug and Diesel fuel injector bores are prepared. Materials have to match all the requirements of the engine. These have to be sealed from the water ducts of the engine block. The new connection bores and ports have the same technical parameters as the original ones. The same principles are kept when the above bores and ports are prepared in the opposite (180°) wall of the chamber, and in the other chambers as well. This allows the engine to perform six combustion (work) and six exhaust strokes per rotor revolution.

At this state the non-used two chambers of the engine have their rotors completely removed, together with their seal rings and apex seals. There is temporarily no engine lubrication and rotor surface lubrication at the removed rotors. From now on the engine operates with one chamber only. The three combustion chambers on the working rotor have their volume increased by 2/10. To increase combustion chamber volume, their boundaries (the circumference) must not be altered, only their depth. The original shape is kept and is now deeper. Exhaust system connections have to meet the realigned exhaust ports as well.

Nearly at the same rotor position, the converted engine receives the compressed air and fuel, or the mixture of compressed air and fuel, or in Diesel mode the compressed air and fuel, or the mixture of compressed air and fuel, which is compressed until the self ignition happens, and this way one of the combustion (work) strokes of the given chamber is initiated.

According to the invention, the chamber may have two or three spark plug bores at each combustion position in opposite (180°) of each other. According to rotor direction the first bore has combined spark plug and the second bore has traditional spark plug in case of a two-bore setup. In case of a three-bore setup the first and the third bore have traditional spark plugs and the second (middle) one has a combined spark plug. If the engine has fuel injection system then the compressed air is controlled by the metering system with magnetic control and it is fed into the combustion chamber via the combined spark plug. It the engine works with combined metering system with magnetic control then the mixture of compressed air and fuel is fed into the combustion chamber through the combined spark plug again. Spark plugs (traditional and combined ones as well) have one ignition coil for each. Ignition is controlled by an ECU or by a crankshaft position sensor which can trigger the solenoid valves as well.

In Diesel mode, if there are two Diesel fuel injectors per chamber, together with anti backfire valves, then these can feed not only the fuel but the compressed air as well. Compressed air is metered by the metering system with magnetic control together with the solenoid valves, which are triggered by the crankshaft position sensor. If the combined metering system with magnetic control is being used, together with a suitable electric fuel pump, then mixture of compressed air and fuel is fed into the combustion chambers through two solenoid valves, anti backfire valves, blow tubes and connection adaptors per chambers. Solenoid valves are triggered by a crankshaft position sensor. Compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, havinfi traditional and combined spark PIU and fuel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. The compressed air is metered in accordance with the amount of fuel, and is controlled by the solenoid valve. The required amount of fuel is injected into the combustion chamber. The injectors are controlled by an ECU which is modified to fit the requirements of engines with combustion (work) and exhaust strokes only. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having traditional and combined spark plug, fuel injectors, fuel pump that matches the requirements of the engine, and a combined metering system with magnetic control, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined spark plug. This is controlled by the solenoid valve. The rotor turns and reaches the ignition stage. The first combustion (work) stroke is initiated. The cycle is repeated as described above. Starter motor is turned off. The ignition is controlled by an ECU or by the crankshaft sensor that triggers the solenoid valves. The required amount of compressed air is supplied by an external supercharging system.

According to the invention the engine converted as written above, having a Diesel metering pump and combined Diesel injectors, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its dose of compressed air from the starter compressed air tank via the metering system with magnetic control, the solenoid valve, the anti backfire valve and the combined Diesel fuel injector. The amount of compressed air is adjusted to the amount of fuel being used. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. Fuel is supplied by a Diesel metering pump which has two groups and is altered to match the requirements of engines with combustion (work) and exhaust strokes only. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

According to the invention the Diesel engine converted as written above, having a combined metering system with magnetic control and a suitable fuel pump, works as follows. When the starter motor is applied, one combustion chamber of any of the rotors reach the position just before its combustion (work) stroke. The combustion chamber gets its mixture of compressed air and fuel from the starter compressed air tank via the combined metering system with magnetic control, the solenoid valve, the anti backfire valve, the blow tube and adaptor. This is controlled by the solenoid valve which is triggered by the crankshaft position sensor. The rotor rotates and reaches the self ignition position where the self ignition happens and the first combustion (work) stroke is initiated. The cycle is repeated and the engine runs. The starter motor is turned off. The required amount of compressed air is supplied by the external supercharging system.

Figure numbering and titles

Figures of the inventions and the numbered parts of the figures

Fig. l: External supercharging system with internal combustion engine

Fig.4: Camshaft with four cams per exhaust valves, for four-stroke engines with one exhaust valve per cylinder 13e Oil seal

13f Plain bearing places

Fig, 5; Four cams per exhaust valve with symmetric profile

13g Cam with symmetric profile

13h Four cam lobes positioned at 90° from each other

29 Can work in the designated directions

Fig.6: Combined spark plug

15a Combined spark plug

30 Central electrode

30a Central electrode with hexagon at its end not covered by the insulator

30b Ribbed or hexagon surface

30c Central electrode with a bore along its full length

30d Central electrode, lower end, not covered by the insulator, with its stepped cylindrical shape

31 Combined spark plug, shell

32 Insulator

33 Combined spark plug assembly, by flanging

34 Sealing ring between the cylinder and the spark plug

34a Sealing ring between the spark plug shell and the insulator

35 Thread for installation and removal purposes

36 Spark gap

37 One or more ground electrodes

Fig.7; Flat spark plug cable connector or adaptor, for combined spark plug

30e Flat spark plug cable connector or adaptor

30g Thread that matches the upper end of the combined spark plug

30h Tapered side that helps an easier installation

30i Dents that help avoid an unwanted disconnection

Fig.8: Fiat and cylindrical spark plug cable connector or adaptor, for combined spark plug

30f Flat and cylindrical spark plug cable connector or adaptor

30g Thread that matches the upper end of the combined spark plug

Fig.9: Combined Diesel fuel injector

14a Combined Diesel fuel injector

38 External threads for high pressure fuel line

39 Fuel line bore size

40 Fuel duct begins

40a Fuel duct

41 Incoming bore of compressed air

41a Four ducts of compressed air

42 Externally threaded connections for the anti backfire valve and the jet holder

42a Copper washer seal between the connector screw and the jet holder

43 Hexagon for installation purposes

44 Residual fuel duct, original place

44a Residual fuel duct, 90° offset from the other residual duct 45 Jet holder

46 Connection screw of compressed air

47 Spring preload adjuster

48 Spring

49 Jet holder nut

50 Pressure plate

51 Insertion disc

52 Positioning recess

52a Positioning pin or lug that matches the recess

53 Injector head

54 Copper washer seal between the cylinder head and the fuel injector

Fig, 10: Blow tube with external threads at both ends

17 Blow tube

17a External thread at the larger diameter end which connects to the anti backfire valve

17b Hexagon that matches installation principles

17c Tubular design with the bore along the full length

17d The other external thread which connects to the engine

Fig, 11: Blow tube with external threads at both ends, conical thread at one end

17 Blow tube

17a External thread at the larger diameter end which connects to the anti backfire valve

17b Hexagon that matches installation principles

17c Tubular design with the bore along the full length

17e Conical external thread which connects to the engine

Fig.12: Adaptor with external and internal threaded connections

55 Adaptor with externally and internally threaded connections

55a Internal thread at the upper end

55b Hexagon that matches installation principles

55c Bore all along the full length

55d External thread that is the same as the threads of the fuel injector

55e Copper washer seal between the cylinder head and the adaptor

55f Stepped part that accommodates the copper washer seal

Fig.13: Combined adaptor with external and internal threaded connections

56 Adaptor with externally and internally threaded connections

56a Internal thread at the upper end

56b Hexagon that matches installation principles

56c Bore all along the full length

56d External thread that is the same as the threads of the fuel injector

56e Copper washer seal between the cylinder head and the adaptor

56f Stepped part that accommodates the copper washer seal. The size of this part reduces the volume of the combustion chamber. Fig.14: Pre chamber with reduced volume

Fig.19: Inlay for reducing combustion chamber volume of Diesel engines with combustion chamber located on the piston top (cylindric or near cylindric shape)

70b Bore along the length of the plug

70c Internally threaded part inside the hexagon

70d External thread for installation purposes

70e Spring holder within the plug

71 Copper washer seal between the body and the plug

Fig,23: Combined metering system with magnetic control, fuel control part

72 Metering body made of aluminium or aluminium-zinc alloy

72a Hexagon or flattened surface for installation purposes

72b Mixture bore for compressed air and fuel

72c Connection end of the metering system with internal thread

72d Horizontal ducts of compressed air, leading to the mixture tube

72e Smaller vertical duct (the bottom one) of compressed air, leading to the float chamber

72f Vertical duct (the top one) of compressed air, leading to needle holder before the fuel line

72g Needle holder

72h Front part with external thread

72i Compressed air distribution bore

73 Float chamber cover with cylindrical shape

73a Fuel supply connection with internal threads on the float chamber cover

73b Fuel line that connects to the needle valve

73 Float chamber cover with cylindrical shape and internal threads

73d Seat for the copper washer seal at the inner end of the threads of the float chamber cover

73e Float chamber with closed bottom, made of aluminium or aluminium-zinc alloy

73f Top end of the float chamber with external threads and seat for the seal

73g Hexagon at the bottom end of the float chamber

74 Control needle made of steel

74a Control needle, smaller diameter cylindrical end

74b Control needle, groove in right angles to it, on the smaller diameter end

75 Copper washer seal

76 Fuel jet made of steel or copper

77 Mixture cylinder made of steel sheet, with tabs/claws

78 Connection and security sleeve

79 Intake

80 Needle valve with its holder made of copper; pressure spring that holds the needle in closed position; external threads; copper washer seal

81 Float made of copper or plastic

82 Float holder pin made of copper or steel

Fig, 24: New type of internal combustion engine with cylinder and piston, in its position of a started combustion stroke and of an exhaust stroke

1 Engine block

la Wet or dry sump

2 Cylinder

3 Cylinder head

4 Crankshaft

5 Piston rod

6 Piston

7 Piston pin

8 Compression piston ring

8a Oil control piston ring 8b Oil pass-through piston ring

9 Exhaust port

15 Spark plug

17 Blow tube

21 Water cooling system

22 Combustion chamber

29 Direction of rotation

Fig.25; New type of internal combustion engine with cylinder, piston and an external supercharging system

1 Engine block

9 Exhaust port

10a Anti backfire valve

15 Spark plug

17 Blow tube

28 Fuel injector

28a Electrical terminal of fuel injector

29 Direction of rotation

64 Metering system with magnetic control

84 Solenoid valve

84a Wire

85 Solenoid valve that controls the compressed air of the starter tank

86 Pressure switch that operates the electric switch

86a Adjustable valve that controls the pressure of the compressed air

87 Adjustable air valve that connects the two tanks

87a Bleeding valve or tap

88 Check valve

88a Blow-off valve

89 Multi-stage compressor

90 Compressed air line

90a Cooler radiator of compressed air

91 Compressed air line with controlled amount of compressed air

92 Fuel line

93 Starter air tank

94 Work air tank

95 Electric fuel pump

96 Crankshaft position sensor

Fig.26: New type of internal combustion engine with cylinder, piston and exhaust valve, at the beginning stage of a combustion and an exhaust stroke

1 Engine block

la Wet or dry sump

2 Cylinder

3 Cylinder head

4 Crankshaft

5 Piston rod

6 Piston

7 Piston pin

8 Compression piston ring 8a Oil control piston ring

8b Oil pass-through piston ring

9 Exhaust port

10 Exhaust valve

11 Valve spring, valve disc, valve cotter

12 Valve lifter or spacer washer

13 Two-cam camshaft

15 Spark plug

17 Blow tube

21 Water cooling system

22 Combustion chamber

29 Direction of rotation

Fig, 27: New type of internal combustion engine with cylinder, piston, exhaust valve and an external supercharging system

1 Engine block

9 Exhaust port

10 Exhaust valve

10a Anti backfire valve

13 Camshaft with four cam lobes per exhaust valves

15 Spark plug

17 Blow tube

28 Fuel injector

28a Electrical terminal of fuel injector

29 Direction of rotation

64 Metering system with magnetic control

84 Solenoid valve

84a Wire

85 Solenoid valve that controls the compressed air of the starter tank

86 Pressure switch that operates the electric switch

86a Adjustable valve that controls the pressure of the compressed air

87 Adjustable air valve that connects the two tanks

87a Bleeding valve or tap

88 Check valve

88a Blow-off valve

89 Multi-stage compressor

90 Compressed air line

90a Cooler radiator of compressed air

91 Compressed air line with controlled amount of compressed air

92 Fuel line

93 Starter air tank

94 Work air tank

95 Electric fuel pump

96 Crankshaft position sensor

Fig, 28: New type of internal combustion engine with chamber and rotor, in it stage of: beginning of combustion stroke, in exhaust stroke and in combustion stroke again.

1 Engine block 2a Chamber

4 Crankshaft

6a Rotor

9 Exhaust port

15 Spark plug

17 Blow tube

21 Water cooling system

22 Combustion chamber on the rotor

23 Apex seal

24 Ring seal

Fig.29: New type of internal combustion engine with chamber, rotor and an external supercharging system

1 Engine block

2a Chamber

9 Exhaust port

10a Anti backfire valve

15 Spark plug

17 Blow tube

21 Water cooling system

22 Combustion chamber on the rotor

23 Apex seal

28 Fuel injector

28a Electrical terminal of fuel injector

29 Direction of rotation

64 Metering system with magnetic control

84 Solenoid valve

84a Wire

85 Solenoid valve that controls the compressed air of the starter tank

86 Pressure switch that operates the electric switch

86a Adjustable valve that controls the pressure of the compressed air

87 Adjustable air valve that connects the two tanks

87a Bleeding valve or tap

88 Check valve

88a Blow-off valve

89 Multi-stage compressor

90 Compressed air line

90a Cooler radiator of compressed air

91 Compressed air line with controlled amount of compressed air

92 Fuel line

93 Starter air tank

94 Work air tank

95 Electric fuel pump

96 Crankshaft position sensor

Fig.30: New type of internal combustion engine with one cylinder, rotor(s) and four combustion chambers per rotor; shown at the beginning of the c ombustion stroke and at exhaust stroke

1 Engine block 2 Cylinder (stator)

a Crankshaft with ribbed or other hub connection that can be extended as required

6b Rotor with ribbed or other hub connection and with four combustion chambers

9 Exhaust port

9a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

16 Snap ring

17 Blow tube

21 Water cooling system

22 Combustion chamber

23 Edge seal

24 Seal

25 Side cover

26 Oil seal or labyrinth ring

27 Crankshaft bearing

28 Fuel injector

29 Designated direction of rotation

Fig, 31: New type of internal combustion engine with one cylinder and rotor(s), with a combustion chamber different from Fig.30 and its sealing method

1 Engine block

9 Exhaust port

9a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

17 Blow tube

24a Round sealing ring

28 Fuel injector

Fig, 32: New type of internal combustion engine with one cylinder, rotor(s), four combustion chambers per rotor, and an external supercharging system

1 Engine block

9 Exhaust port

9a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

17 Blow tube

28 Fuel injector

64 Metering system with magnetic control

84 Solenoid valve

84a Wire

85 Solenoid valve that controls the compressed air of the starter tank

86 Pressure switch that operates the electric switch

86a Adjustable valve that controls the pressure of the compressed air

87 Adjustable air valve that connects the two tanks

87a Bleeding valve or tap

88 Check valve

88a Blow-off valve

89 Multi-stage compressor 90 Compressed air line

90a Cooler radiator of compressed air

91 Compressed air line with controlled amount of compressed air

92 Fuel line

93 Starter air tank

94 Work air tank

95 Electric fuel pump

96 Crankshaft position sensor

Fig.33: New type of internal combustion engine with one cylinder, rotor(s) and three combustion chambers per rotor

1 Engine block

2 Cylinder (stator)

4a Crankshaft with ribbed or other hub connection that can be extended as required

6b Rotor with ribbed or other hub connection and with three combustion chambers

9 Exhaust port

9 a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

16 Snap ring

17 Blow tube

21 Water cooling system

22 Combustion chamber

23 Edge seal

24 Seal ring

25 Side cover

26 Oil seal or labyrinth ring

27 Crankshaft bearing

28 Fuel injector

29 Designated direction of rotation

Fig, 34; New type of internal combustion engine with one cylinder and rotor(s), with a its rotor shown separately

1 Engine block

9 Exhaust port

9a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

17 Blow tube

21 Water cooling system

24a Round sealing ring

28 Fuel injector

Fig.35; New type of internal combustion engine with one cylinder, rotor(s), three combustion chambers per rotor, and an external supercharging system

1 Engine block

9 Exhaust port

9a Compressed air inlet for improved scavenging of exhaust gases

15 Spark plug

17 Blow tube Fuel injector

Metering system with magnetic control

Solenoid valve

a Wire

Solenoid valve that controls the compressed air of the starter tank

Pressure switch that operates the electric switch

a Adjustable valve that controls the pressure of the compressed air

Adjustable air valve that connects the two tanks

a Bleeding valve or tap

Check valve

a Blow-off valve

Multi-stage compressor

Compressed air line

a Cooler radiator of compressed air

Compressed air line with controlled amount of compressed air

Fuel line

Starter air tank

Work air tank

Electric fuel pump

Crankshaft position sensor