OPERATING METHOD FOR PNEUMATIC HYBRID ENGINE (WORKING WITH COMPRESSED AIR)

Technical field This invention is related to a hybrid engine circuit; which allows a considerable cost reduction by reducing the consumption quantity of fuel essential for running of the motor vehicles, by changing timing and structure of valves placed inside the engine cylinder as well as the construction of the crankshafts attached to the cylinder, and which works on compressed air and a limited amount of fuel.

Infrastructure of the invention

The internal combustion engines working with the conventional technology are unable to burn up the fuel completely. If they were able to do so, then the exhaust from such engines when these fuels are combusted i.e. when they are combined with oxygen in the air, would only be in the form of carbon dioxide and water as gasoline and diesel fuels are compounds of carbon and hydrogen. As we know that a perfect combustion would not be achieved, carbon monoxide and non combusted hydrocarbons which are subjected to pressure and heat effects of the engine will then react with oxygen and nitrogen in the air and emit various nitrogen oxides generated as by products of this reaction. This in turn shall result in a concentrated air pollution which is hazardous for human health. Incomplete fuel combustion also create material losses and costs. The conventional technique dictates that only half of the pistons which are placed inside the internal combustion engines work during the cycle thereby allows the realization of only one half of the repeating motions in the engine coupled with increase in friction losses, these events altogether result in a decrease in the engine power output. Air intake and exhaust during the cycle is not regular and is insufficient. Whereas in the invention described herewith the engine works with compressed air and limited amount of fuel, fuel is completely combusted and thus by saving on quantity of fuel consumption a good deal of cost reduction is made possible. As much greater portion of fuel is combusted, air pollution effects are decreased. All pistons are put to work in a single cycle and thus the engine is able to work with full efficiency by all means. Moreover, by changing the structure and adjustments

of timings of intake and exhaust valves, allows pneumatic operation of these valves with compressed air only.

Figures allowing for better understanding of the invention Figure - 1 View of upper and lower idle points of the piston in the engine cylinder. Figure - 2 View of rotary piston in the Wankel type engine. For the purpose of better describing the pneumatic hybrid engine circuit each part shown in the figure is numbered separately. Description of each numbered part is given below.

Reference numbers

1- Cylinder

2- Valve 3- Piston

4- Lower Idle Point

5- Exhaust valve

6- Upper Idle Point

7- Spark plug 8- Crank shaft

9- Valve spring

10- Rotary piston

Description of the invention

Following are the parts of the pneumatic hybrid engine circuit and the principles underlying their functional performance;

Engine running on compressed air and limited fuel; the fully driven valve (2) in the engine cylinder (1) or a valve (2) which works on same principle is opened to allow compressed air to flow into the cylinder (1) by use of low a pressure, a high pressure compressor and refill compressed air storage tanks. As the piston (3) is moved to the lower idle point (4) valve (2) is closed at a suitable point along the cylinder (1) allowing the piston (3) to travel down to the lower idle point (4).Air is pushed out of the exhaust valve (5) as exhaust valve (5) is opened until the

piston (3) travels to a suitable point along the cylinder (1) in order to provide utmost efficiency of fuel combustion depending on the power rating of the engine vehicle and the quantity of air needed inside the cylinder (1). Compression cycle starts as the piston (3) moves from the lower idle point(4) to upper idle point (6) which is the limit height of piston travel distance. As the piston (3) reaches a definite point depending on the quantity of air required, small amount of fuel is injected into the cylinder (1) from the fuel injector. As a result of sparks from the spark plug (7) or of heat generated by compression of the air, the fuel is combusted at maximum levels. Thus as the air in the cylinder (1) is heated pressure inside the cylinder (1) increases and the piston (3) is pushed down to the lower idle point (4).The gas which is generated in the combustion process is pushed out from the exhaust valve (5) with the help of a vacuum fan and the piston (3) moves up to the upper idle point (6) thus completing all of the non repeated motions of the engine i.e. the cycle. The invention described herewith supplies compressed air for generating the piston (3) movement instead of fuel thus causing all of the pistons to work and thus additional power is obtained. The thermal energy generated by the compressed air effect or combustion of fuel rotates the crank shaft (8) by moving the piston (3).Thus the engine completes a full cycle without consuming much fuel. State of the conditions after switching to preferred circuit by utilizing variable valves to work on compressed air only: the compressed air received from refill air tanks and low or high pressure compressors depending on required power ratio is heated and fed into the cylinder (1) from the fully driven valve (2) or a valve (2) working on the same principle when the piston (3) reaches the upper idle point (6).The valve (2) is closed as the piston (3) moves down to the lower idle point (4) the exhaust valve (5) timing adjustment is made in order to open and prevent impact vibrations on crank shaft (8).The air trapped inside the cylinder (1) chamber is pushed out by a vacuum fan to prevent this air to form a resisting force against the piston (3) which moves up to the upper idle point (6) and piston (3) reaches the upper idle point (6).Thus the piston (3) is enabled to complete a full cycle in two times.

State of the conditions when working on compressed air and fuel simultaneously: the valve (2) is closed after sufficient volume of compressed air and fuel pushed in or out of the cylinder (1) of an internal combustion engine is mixed to required

proportions suitable to engine power. The compressed air pushes the piston (3) or turns the piston (3) in rotary piston engines. As the piston is forced to move to the lower idle point upon ignition of the amount of fuel required depending on engine power, the exhaust valve (5) timing adjustment is made to open the valve (5) and prevent impact vibrations on crank shaft (8).The burned gases in the cylinder (1) chamber are pushed out and exhaust valve (5) closes at a time suitable to the type of fuel used and piston (3) is pushed to the upper idle point (6) enabling completion of a full cycle in two times. In order to obtain uninterrupted power from the running engine, the pistons (3) are divided into the number of pistons (3) in order to proportion them to the work load and the crank shaft (8) structure is adjusted according to work required and working times of the pistons (3).Timing adjustments for the valves are made to suit the work to be done and load of work to be done. State of the conditions with a Wankel type engine working on fuel: as the compressed air is fed from valve (2) depending on the power requirement, the rotary piston (11) is rotated and the to be designed exhaust valve (5) releases part of the air depending on the required power and remaining air is compressed up to the combustion point. The fuel is injected from the fuel injector and ignited with the spark plug (7) and thus the piston (11) starts to rotate. Burned gases are pushed out from exhaust valve (5). Wankel, roots, palleted and piston engines can be operated with compressed air as external combustion engines working with heated air. For experimental purposes a Tofas car engine was disassembled, the crank shaft (8) was cut in the middle bearing and pistons (3) were adjusted to be in line with the upper idle point (6) in a 1 , 3, 2, 4 arrangement, welded and grinded. In order that the camshaft revolutions be identical with crankshaft (8) revolutions the oil pump number of revolutions were doubled and friction was reduced. Camshaft was designed to the required degrees. The valves were cut at 45 degree angles to allow for instant release of air at the upper idle point (6) and as vacuum fans were not utilized the exhaust valves (5) were adjusted for opening. ) The carburetor was taken out of the intake chamber and the emptied location was closed but a valve opening was permitted on this location. Air control was provided by using a pressure resistant ball valve which has been connected to the throttle pedal. Thicker, harder and pressure resistant valve spring material was used for intake valves (9).The engine has been re assembled after all of the foregoing

changes and alterations were made. When the engine was run it was observed that the intake valves (9) were not able to stand up the pressure after the 6 bar level was tested. In the light of this situation the engine was fed with air through a 9 mm hole from an air compressor which can make 750 rpm when fitted with a reduction pulley (wheel) of 5.5 kw and 1500 rpm. It was then observed that the compressor was able to drive the engine to 2300 rpm at 6 to 7 bars of pressure. As pressure is increased starting from the level of 300 rpm of power production, power and number of revolutions increase over and above the desired level depending on the durability of the engine. At 5 bars level the vehicle was shifted to the second gear and clutch pedal was released suddenly at 1300 rpm and vehicle started to roll. The same type of car running on a gasoline engine was not able to start rolling even when 7500 rpm level was reached. The engine performance was improved by putting all of the pistons (3) to work through the restructuring of the crankshaft (8) and by heating of the air when being compressed and expansion of the heated air which in turn increased the pressure. In the conventional technique the air intake at all levels of engine revolution remains unchanged. Power is sought at high temperatures by using less of air and more of fuel. However, with this invention limited amount of fuel when used with compressed air and heated to low temperatures resulted in an engine running more efficiently. A transmission of the same model was assembled in reverse position to the vehicle's transmission, the shaft was cut short and connected to the differential box. Consequently, the power was utilized more easily at lower revolutions of the engine. A screw compressor mounted on wheels was trailed by the car and tested at different speeds. Increase of revolutions and power according to different levels of pressure was observed after adjusting the intakes of a roots type blower compressor and blowing of air through its' intake chamber. When fuel was also used in addition to compressed air the engine yielded more revolutions and power.