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Title:
A POLLUTION-FREE ENGINE
Document Type and Number:
WIPO Patent Application WO/2005/073553
Kind Code:
A2
Inventors:
Kim, Wan Sik (769-15 4th Floor, Munhyun 2-dong Nam-gu, Busan 608-042, KR)
Application Number:
PCT/KR2004/001512
Publication Date:
August 11, 2005
Filing Date:
June 22, 2004
Export Citation:
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Assignee:
Kim, Wan Sik (769-15 4th Floor, Munhyun 2-dong Nam-gu, Busan 608-042, KR)
International Classes:
F02B19/04; F02B75/04; F03G1/00; F03G3/00; F03G5/00; F03G7/10; (IPC1-7): F03G7/10
Attorney, Agent or Firm:
Kim, Kyung Hwa (1167-15 Gosung Bldg, 4th Floor Geoje-don, Yeonje-gu Busan 611-070, KR)
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Claims:
CLAIMS
1. A pollutionfree engine, which is characterized by using compressed air as its driving force comparing to a conventional reciprocating piston engine with a cylinder and a crankshaft, made of; a) a linear motion part made of a linear motion frame that contains an air tube and makes a repeated vertical movement corresponding to the expansion and contraction of the tube, which is made from elastic material being able to contain compressed air to function when inflated; b) a rotational motion part consists of a flywheel that keeps a smooth and continuous revolving motion, the crankshaft equipped with the first crank on underside of said linear motion part that converts received linear movement from said linear motion frame into a rotational movement and the second crank that transmits the rotational movement to said linear motion frame, a power transmission gear that is attached at the end of said crankshaft and send the rotational power of said crankshaft to outside; and c) a motion transmission part consists of a hydraulic unit and the second connecting rod that convert the rotational movement of said crankshaft into linear movement and transmit it to said linear motion frame, a chain train and the first connecting rod that converts the linear motion of said linear motion frame to rotational movement and transmits it to said first crank to spin said crankshaft; d) an accessory part consists of a charging battery that accumulates electricity, a start motor that ignites engine by spinning said flywheel, an air compressor that supplies highlycompressed air to said air tube, a generator that creates electricity out of the rotational power of said crankshaft ;.
2. A pollutionfree engine, which is characterized by using a metal spring as its driving force comparing to a conventional reciprocating piston engine with a cylinder and a crankshaft, made of ; a) a linear motion part consists of spring that converts internal potential energy accumulated by tension or compression into kinetic energy, and a linear motion frame containing spring that makes a continuous vertical movement corresponding to the expansion and relaxation of said spring; b) a rotational motion part consists of more than a flywheel that keeps a smooth and continuous revolving motion, the first crank that that receives linear movement from said linear motion frame to convert into a rotational movement under said linear motion part, the crankshaft equipped with the second crank that transmits the rotational movement to said linear motion frame, a power transmission organ that is attached at the end of said crankshaft and sends the rotational power of said crankshaft to outside; c) a motion transmission part consists of a hydraulic unit and the second connecting rod that convert the rotational movement of said crankshaft into linear movement and transmit it to said linear motion frame, a chain train and the first connecting rod that converts the linear motion of said linear motion frame to rotational movement and transmit it to said first crank to spin said crankshaft; and d) an accessory part consist of a charging battery that accumulates electricity, a start motor that ignites the engine by spinning said flywheel, a generator that creates electricity out of the rotational power of said crankshaft.
3. A pollutionfree engine, which is characterized by using magnetism as its driving force comparing to a conventional reciprocating piston engine with a cylinder, a crankshaft, a flywheel, and an engine main body, made of; a) a linear motion part consist of a pair of magnet or electromagnet vertically aligned with each other to create repulsive power, a linear motion frame that contains the lower magnet of said magnets and utilizes the repulsive force to make a repeated vertical linear motion; b) a rotational motion part consist of the flywheel that keeps smooth and continuous revolving motion the first crank that that receives linear movement from said linear motion frame to convert into a rotational movement under said linear motion part, the crankshaft equipped with the second crank that transmits the rotational movement to said linear motion frame, a power transmission gear that is attached at the end of said crankshaft and sends the rotational power of said crankshaft to outside; c) a motion transmission part consist of a hydraulic unit and the second connecting rod that convert the rotational movement of said crankshaft into linear movement and transmit it to said linear motion frame, chain train and the first connecting rod that converts the linear motion of said linear motion frame to rotational movement and transmits it to said first crank to spin said crankshaft; and d) accessory part consist of a charging battery that accumulates electricity, a start motor that ignites the engine by spinning said flywheel, a generator that creates electricity out of the rotational power of said crankshaft.
4. The pollutionfree engine according to claim 1, wherein said air tube designed to accommodate a vertical elastic transformation; an exhaust port and an exhaust valve to receive air; and an induction pipe and inlet valve to discharge airs.
5. The pollutionfree engine according to claim 2, wherein said linear motion part comprising a pressure controller to adjust stability of spring by contracting or releasing said spring.
6. The pollutionfree engine according to claim 3, wherein said linear motion part comprising a magnetic force controller that electrically modulates the magnetic force of said magnets.
7. The pollutionfree engine according to claim 1,2 or 3, wherein said chain train consisting of several chains, sprockets and links to form something like a pulley set and attached to said linear motion frame; a fixing bar that fasten the top sprocket through the top link to keep all sprockets on a certain position in space; and the energy of said linear motion frame is transmitted to said first crank through chain and said first connecting rod.
8. The pollutionfree engine according to claim 1,2 or 3, wherein said first crank that has a 180° phase difference with the second crank; and the second crank which has a larger rotational inertia than the first crank.
9. The pollutionfree engine according to claim 7, wherein said chain train that has the number of sprockets equivalent to the integer number of the eccentric ratioof the first and second cranks.
10. The pollutionfree engine according to claim 1,2 or 3, wherein said hydraulic unit comprising: a function hydraulic chamber that consists of upper and lower cylinders which, containing both upper and lower piston, formed by vertical penetration of both said upper piston connected to said linear motion frame through a piston rod and lower piston connected to said the second crank through said the second connecting rod, and that transmits rotational power of the second crank to said linear motionframe with operating intermediary of hydraulic fluid; a hydraulic valve interconnected between said a functional hydraulic chamber and an hydraulic fluid exit to direct the pressure of the upper piston's down stroke to be directly transferred to the lower piston and to assist the pressure arising from the rise stroke of the lower piston's to be directly transmitted to the upper piston by its open and shut action; and a buffer hydraulic chamber consisting of a wave controller that absorbs shock from the released hydraulic fluid.
11. The pollutionfree engine according to claim 1,2 or 3, wherein said crankshaft consisting of a cam that has a 90° phase difference with said second crank and is connected to said hydraulic valve to make a mechanical open and shut action of said hydraulic valve corresponding to the changes in said functional hydraulic chamber.
12. The pollutionfree engine according to claim 10, wherein said upper cylinder with a smaller bore than said lower cylinder thereby having a longer stroke distance than the lower one to the same stroke volume.
Description:
A POLLUTION-FREE ENGINE Technical Field The present invention relates to a pollution-free engine operated by reciprocating piston. More specifically, instead of using general types of fuels like a conventional internal combustion engine that relies on reciprocating piston, this engine uses air as a natural, unlimited source of energy by converting highly-compressed air charged in an air tube into useful rotational kinetic energy. The process of energy generation is as follows: first, highly-compressed air charged in an air tube stores as an internal energy, and second, as the compressed air is expanded, it generates kinetic energy arising from rotational motion of the crankshaft.

Another aspect of the present invention is related to a pollution-free engine that uses a spring as driving force, which is generated from the process of converting an internal potential energy accumulated through tension or compression into kinetic energy.

In addition, the present invention is directed towards a pollution-free engine that uses repulsive force as driving force, which is generated from the repulsive force of a pair of vertically-placed magnets.

Background Art Since ancient times, mankind has embarked upon an endless search for a way to

achieve more efficient energy production. It has found animals and nature as a way to increase productivity. Since James Watt introduced the steam engine using heat energy arising from the combustion of fuels in the 1 8th century, followed by high-efficiency and speedy gasoline and diesel engines in the mid 20th century, the search for more efficient engine types has continued.

However, the existing engines focus on maximizing their efficiency, which generates dangerous byproducts in the process of combustion of fuels, and then leads to serious environmental destruction phenomenon such as the damage of the ozone layer, El Nino, etc. While these natural disasters due to such huge environmental shifts pose a significant threat to our life, the uncertainty of a future energy source that can replace limited natural energy resources is worrying. This is the reason why many scientists and researchers throughout the world are fully devoted to developing an alternative energy source for future generations in an attempt to usher in new hope for the future.

The effort to develop an alternative energy source is well documented in the recent development of automotive engines. A range of approaches for alternative automotive engines has been developed both in theory and practice. Some of these efforts even reach the stage of commercial production. However, these approaches have their own defects. In the case of a solar car, for instance, its large solar cell has relatively low energy efficiency. Furthermore, it depends heavily on weather conditions. The introduction of an electric car would also bring about several drawbacks: first, it requires a considerable increase in the size and the weight of the car in proportion to its

battery capacity; second, its performance is far below that of conventional cars; and third, it necessitates the establishment of new legal system and infrastructure such as a charging station.

The conventional air engine or air motor using air as a power source applies the same internal combustion engine structure with the conventional reciprocating piston engine, and tries to imitate the explosive power of conventional fuel by providing compressed air into the cylinder chamber. However, the output usually fails to meet a satisfactory level. In addition, as long as the air engine is based on an approach that attempts to generate energy through the rotational crankshaft with adiabatic expansion and compression, it not only has low energy efficiency but also is hard to commercialize.

Disclosure of Invention The present invention provides a solution to environmental pollution caused by the use of the existing combustion engines as well as the problem of energy depletion by creating the driving force from the expansion power of compressed air, the unlimited natural source of energy, the restoring force of the spring and the repulsive force of the magnets to rotate the crankshaft and to attain enough output.

In order to accomplish the above object, according to one aspect of the present invention is related to a conventional reciprocating piston engine that uses compressed air as a driving force using a cylinder and a crankshaft, an elastic air tube that can contain a certain amount of compressed air and works by expansion, a linear motion

part that contains an air tube and a linear motion frame that makes a vertical movement corresponding to the expansion and contraction of said air tube, the crankshaft consisting of the first crank under said linear motion part which makes a rotational movement when it receives linear movement from the linear motion part, and the second crank that transmits rotational motion to said linear motion frame, the rotational motion part located at the end of said crankshaft consisting of power transmission gear that transmits the rotational power of said crankshaft and flywheel that keeps a continuous rotational motion, the motion transmission part located in-between said linear motion part and rotational motion part consisting of the chain train and the first connecting rod which converts linear motion into rotational motion and transmits the converted motion to first crank to rotate the crankshaft and hydraulic unit and the second connecting road that converts the rotational motion of the second crank into linear motion and transmits it to the linear motion frame, and an accessory part consisting of a start motor that ignites the engine by rotational said flywheel, an air compressor that provides highly-compressed air into the air tube, a generator that produces electricity with the rotational power of said crankshaft, and a battery that accumulates electricity.

In addition, the present invention is directed at the conventional reciprocating piston engine that uses magnetic force as a driving force comprising at least one a pair of magnet or electromagnet vertically aligned with each other to create repulsive power, at least one linear motion part comprising a linear motion frame that contains the lower magnet of said magnets and utilizes the repulsive force to make a repeated vertical

linear motion, the crankshaft consisting of the first crank under said linear motion part which makes a rotational movement when it receives linear movement from the linear motion part and the second crank that transmits rotational motion to said linear motion frame, the rotational motion part located at the end of said crankshaft consisting of power transmission gear that transmits the rotational power of said crankshaft and a flywheel that keeps a continuous rotational motion, a motion transmission part located in-between said linear motion part and rotational motion part consisting of the chain train and the first connecting rod that converts linear motion into rotational motion and transmits the converted motion to the first crank to rotate the crankshaft and hydraulic unit and the second connecting road that converts the rotational motion of the second crank into linear motion and transmits it to the linear motion frame and, an accessory part consisting of a start motor that ignites the engine by rotational said flywheel, an air compressor that provides highly-compressed air into the air tube, a generator that produces electricity with the rotational power of said crankshaft, and a battery that accumulates electricity.

In addition, the present invention is directed at the conventional reciprocating piston engine that uses a compressing spring that converts internal potential energy accumulated through compression to kinetic energy, linear motion part comprising a linear motion frame that makes a repeated vertical movement corresponding to said compressing spring's contraction and extension.

The crankshaft consisting of the first crank under said linear motion part which makes a rotational movement when it receives linear motion from the linear motion part and the second crank that transmits rotational motion to said linear motion frame, the rotational motion part located at the end of said crankshaft, consisting of power transmission gear that sends the rotational power of said crankshaft and a flywheel that keeps a continuous rotational motion, a motion transmission part located in-between 120 said linear motion part and rotational motion part consisting of the chain train a nd the first connecting rod that convert linear motion into rotational motion and transmits the converted motion to the first crank to rotate the crankshaft and hyd raulic unit and the second connecting road that converts the rotational motion of the second crank into linear motion and transmits it to the linear motion frame 125 and, an accessory part consisting of a start motor that ignites the engine by rotational said flywheel, an air compressor that provides highly-compressed air into the air tube, a generator that produces electricity with the rotational power of said crankshaft, and a battery that accumulates electricity.

130 In addition, the present invention is characterized by said air tube designed to be elastically deformable in not horizontal but vertical direction, also having both an exhaust port and exhaust valve that releases air and an intake port and intake valve that receives air.

135 In addition, the present invention is characterized by a pressure controller that controls stiffness of said linear motion part's spring through adjusting pre-compressed distance. Furthermore, the present invention is characterized by a magnetic force controller that electrically controls the force of said magnets.

140 In addition, the present invention is characterized by the chain train attached to said linear motion frame which consists of several chains, sprockets and links to form something like a pulley set, and fixing bar that fasten the top sprocket through the top link to keep all sprockets on a certain position in space, and which transmits the kinetic energy of the linear motion frame to said first crank through chains and the first 145 connecting rod.

In addition, the present invention is characterized by several features: first, the first crank's eccentric ratio is proportionally larger than the second one, the first crank has a 180° phase difference with the second crank, and the second crank has larger 150 rotational inertia than the first crank.

In addition, the present invention is characterized by the chain train that has the number of sprockets equivalent to the integer number of the eccentric ratio of the first and second cranks.

155 In addition, the present invention is characterized by an hydraulic unit comprising: a function hydraulic chamber that consists of upper and lower cylinders which, containing both upper and lower piston, formed by vertical penetration of both said upper piston connected to said linear motion frame through a piston rod and lower 160 piston connected to said the second crank through said the second connecting rod, and that transmits rotational power of the second crank to said linear motion-frame with operating intermediary of hydraulic fluid, a hydraulic valve interconnected between said a functional hydraulic chamber and an hydraulic fluid exit to direct the pressure of the upper piston's down stroke to be directly transferred to the lower piston and to assist the 165 pressure arising from the rise stroke of the lower piston's to be directly transmitted to the upper piston by its open and shut action, and a buffer hydraulic chamber consisting of a wave controller that absorbs shock from the released hydraulic fluid.

In addition, the present invention is characterized by the crankshaft consisting of 170 a cam that has a 90° phase difference with the second crank and connected to the hydraulic valve to make the mechanical open and shut action of the hydraulic valve correspond to the changes in the functional hydraulic chamber.

In addition, the present invention is characterized by the upper cylinder having a 175 smaller bore than the lower cylinder thereby having a longer stroke distance than the lower one to the same stroke volume.

Brief Description of Drawings Further objects and advantages of the invention can be more fully understood 180 from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG 1 illustrates the perspective view of the present invention in the first embodiment.

FIG. 2 illustrates the front view of the present invention in the first embodiment.

FIG 3 illustrates the sectional view of the A-A part in the first embodiment.

FIG. 4 illustrates the sectional view of the B-B part in the first embodiment.

FIG 5 illustrates the sectional view of the C-C part in the first embodiment.

FIG 6 illustrates the operation route of the crankshaft in the first embodiment.

FIG 7 illustrates the detail drawing of the hydraulic unit in the first embodiment.

FIG 8 illustrates the front view of the present invention in the second embodiment.

FIG 9 illustrates the front view of the present invention in the third embodiment.

FIG 10 illustrates the front view of the present invention in the fourth embodiment.

FIG. 11 illustrates the front view of the present invention in the fifth embodiment.

Best Mode for Carrying Out the Invention The preferred embodiments of the present invention will be hereafter described in detail with reference to the accompanying drawings.

<The first embodiment A pollution-free engine E corresponding to the first embodiment of the present invention comprises: wherein said engine body 100 that integrates other key components, a linear motion part 200 on the upper part of said engine body 100 to drive engine E by vertical linear movement with kinetic energy generated by the expansion of the compressed air, rotational motion part 300 making rotational movement against linear movement under said linear motion part 200, a motion transmission part 400 in- between said linear motion part 200 and said rotational motion part 300 to convert and 210 transmit linear and rotational movement, and an accessory part 500 engaged in ignition and control of said engine E.

As illustrated in FIG 1 and FIG 2, said engine body 100 is constructed by assembling the following parts: an upper frame 102, a left frame 104, a right frame 106 215 and a lower frame 108.

In addition, said upper frame 102 comprises a linear guide 122 that guides the linear movement of said linear motion part 200 and a guide bracket 124 that supports said linear guide 122.

220 In addition, said left frame 104 and right frame 106 comprise a bearing 142 that supports rotational movement of said rotational motion part 300 and a bearing cover 144 that fixes the outer wheel of said bearing 142.

225 As illustrated in FIG 2, said linear motion part 200 is placed at the upper frame 102 of said engine body 100 comprising an air tube made by elastic material which is deformable to repeated expansion and contraction in order to contain a certain amount of compressed air and work when expanded, a linear motion frame 240 that contains said air tube 220 and is connected to said guide bracket 124 by means of said linear 230 guide 122 to conduct repeated vertical linear movement.

In order to retain an appropriate amount of air, said air tube 220 comprising an exhaust port 222 and an exhaust valve 224 to discharge excessive air in the air tube 220 and an intake port 226 and an intake valve 228 to receive compressed air corresponding 235 to engine E's required power generation.

In addition, said air tube 220 receives highly-pressured air for driving the engine E from an air compressor 530 of the following accessory part 500 through said intake valve 228, said intake valve 228 is controlled by a pedal 560 of said accessory part 500.

240 In addition, insofar as the desirable direction of the movement of said air tube 220 is vertical, it is preferred to have greater vertical elasticity than horizontal without horizontal deformation.

245 As illustrated in FIG. 2, said rotational motion part 300 is placed under said linear motion part 200 comprising a crankshaft 320 that makes a rotational movement against the linear movement of said linear motion frame 240, power transmission gear 340 placed at the end of said crankshaft 340 to transmit rotational power to outside, flywheel 360 that induces smooth and continuous rotational movement, a generation 250 pulley 380 that drives a generator 540 of the following accessory part 500.

Said crankshaft 320 is comprised of the first crank 322, the second crank 324 that is connected to the first connecting rod 420, the second connecting rod 490 of said motion transmission part 400 respectively, and cam 326 that controls a mechanically 255 open and shut action of a hydraulic valve 470 of said motion transmission part 400, and is horizontally supported by said bearing's inner wheel.

Here, as illustrated in FIG 3 and FIG. 5, the first crank 322 has a 180° phase difference with said second crank 324 and said cam 326 has a 90° phase difference with 260 said second crank 324, furthermore, while said second crank 324 has larger rotational inertia than said first crank 322, said first crank 322 has eccentric ratio 5 times higher than said second crank 324, it is also possible to arrange the ratio of eccentric ratio between said first crank 322 and said second crank 324 to be 10: 1 or 20: 1.

265 On the other hand, as illustrated in FIG 5, said cam 326 opens said hydraulic valve 470 by elevating a push rod 474 of said motion transmission part 400 during the down stroke of the upper piston 444 of said motion transmission part 400, closes said hydraulic valve 470 by not working at said push road 474 during the rise stroke of said lower piston 454, it is desirable to arrange said cam 326 to have a certain gap between 270 the lower part of said push rod 474 and said cam 326 in non-action section to attain reliability for the function of said hydraulic valve 470. The function of said cam 326 will be explained in detail along with the description of said motion transmission part 400.

275 Said flywheel 360 is attached to flange 364 which is connected to said crankshaft 320 by means of key 366 to ensure smooth and continuous rotational movement in connection with said crankshaft 320, controls the ignition of engine E by equipped with a ring gear 362 that receives power from a generator 540 of said accessory part 500 on its outer wheel.

280 In addition, it is desirable to manufacture said flywheel 360 to incorporate a high specific gravity metal such as lead in its outer rim, so that it has larger rotational inertia than that of the same sized flywheel.

285 Said motion transmission part 400 is comprised of the chain train 410 and the first connecting rod 420 that converts the linear movement of said linear motion frame 240 into rotational movement, and then send it to said crankshaft 320, Hydraulic unit 430 and the second connecting rod 490 that converts the rotational movement of said crankshaft 320 into linear movement and transmits it to said linear motion frame 240.

290 As illustrated in FIG 4, said chain train 410 is successively connected to 5 sprockets 412, a chain 414 and links 416 to form something like a pulley set and is connected to said linear motion frame 240 to make a vertical linear movement with said linear motion frame 240, a fixing bar 418 that fastens the top sprocket 412 through the 295 top link 416 to keep all sprockets 412 on a certain position in space.

Here, said first connecting rod 420 is comprised of a chain bracket 422 on its upper part to be connected to the lowest part of said chain 414, the first cutting section 424 to be connected to a crankpin 323 of said first crank 322 through a pair of 300 semicircular metal bushes 426 to form a revolution joint with said first crank 322 at the lower part.

Said fixing bar 418 is a means of controlling and fixing said sprockets 412, and is comprised of fixing nuts 419 to be connected to the upper part of said upper frame 305 102.

As illustrated in FIG 7, said hydraulic unit 430 is comprised of a function hydraulic chamber 440 that transmits linear movement to said linear motion frame by converting rotational movement of said second crank 324 through said second 310 connecting road 490 and hydraulic pressure contained therein, a buffer hydraulic chamber 460 connected to said function hydraulic chamber through hydraulic fluid exit 362 and consists of a hydraulic valve 470 that controls open and shut action of said hydraulic fluid exit 362.

315 Said function hydraulic chamber 440 contains an upper piston 444 and lower piston 454 within the upper cylinder 442 and lower cylinder 452 respectively to keep hydraulic fluid therein. Whereas upper piston 444 is connected to said linear motion frame 240 through a piston rod 446, said lower piston 454 is connected to said second crank 324 through said second connecting rod 490.

320 Here, as illustrated in FIG 3, said second connecting rod 490 is connected to said lower piston 454 at the upper part to form a revolution joint by a piston pin 456 through a pin hole of said lower piston 454 and a bush 492 of the upper part, a crankpin 325 of said second crank 324 through a semicircular pair of second metal bushes 496 325 attached to the second section part 496 to form revolution joint with said second crank 324.

On the other hand, the bore of said upper cylinder 442 is smaller than the lower cylinder 452 so that said upper piston 444 has longer stroke distance than the lower 330 piston 454 to the same stroke volume when operating through non-compressed hydraulic fluid.

And said upper piston 444 and said lower piston 454 has two piston rings 445 and 455 to prevent hydraulic fluid leakage, respectively.

335 As illustrated in FIG 7, while the right side of said buffer hydraulic chamber is connected to said function hydraulic chamber 440 through said hydraulic fluid exit 462, its open left side is closed to the wall of left frame 104 of said engine body 100 through the first gasket 461.

340 In addition, said buffer hydraulic chamber 460 is comprised of : an hydraulic valve 470 that controls the opening and closing of said hydraulic fluid exit 462 through which hydraulic fluid from said function hydraulic chamber 440 runs, a vibration controller 480 that absorbs shock arising from hydraulic fluid's movement on its upper 345 part.

As illustrated in FIG 2 and 7, said hydraulic valve 470 prevents said upper piston 444's pressures to be directly transmitted to said lower piston 454 by opening said hydraulic fluid exit 462 when said upper piston 444 makes a down stroke whereas 350 it directly transmits pressure of said lower piston 454 to said upper piston 444 by closing said hydraulic fluid exit 462, this open shut action is realized by an interaction between valve spring 472 which keeps said hydraulic valve 470 to be shut and said cam 326 rotated by circular movement of said crankshaft 320 to transmit pressure to push rod 474 that mechanically makes an up and down movement.

355 Here, said hydraulic valve 470 is projected to outside by passing said hydraulic fluid exit 462 and a hole at the lower part of said buffer hydraulic chamber 460 and connected to the upper part of said push rod 474 through said valve spring 472. In order to have easy handing and assembly, it has separately constructed said hydraulic fluid 360 exit 462 and hole in the lower part of said buffer hydraulic chamber 460.

In other words, it has said hydraulic fluid exit 462 equipped with additional hydraulic fluid exit 464 and valve guide 476 that passes through the hole on the lower part of said buffer hydraulic chamber 460.

365 Said additional hydraulic fluid exit 464 is equipped with O-ring 466 on the contacting part of said hydraulic valve 470 to occlude, and connected to the inner part of buffer hydraulic chamber 460 through the second gasket 468, said valve guide 476

keeps occlusion of the part that makes a linear pair with said hydraulic valve 470 and is comprised of a valve ring 478 to guide the linear movement of said hydraulic valve 470 that is connected to lower part of said buffer hydraulic chamber 460 through the third gasket 479 to maintain occlusion.

Said vibration controller 480 is comprised of vibration controlling panel 482 connected to the upper part of said buffer hydraulic chamber 460 to absorb shockwave arising from the movement of fluid through said hydraulic fluid exit 462, vibration control spring 484, controller cover 486 for protection and maintenance, and O-ring 488 for occlusion.

Here, said vibration controller 480 shall be constructed at the location higher than the top dead point of said upper piston 444 to keep hydraulic fluid within said buffer hydraulic chamber 460.

As illustrated in FIG 1 and FIG. 2, said accessory part 500 is comprised of a start motor that ignites engine E, an air compressor 530 that supplies compressed air in said air tube 220, generator 540 that generates electricity with the rotational power of crankshaft 320, a charging battery 550 that provides electricity to drive engine.

Said start motor 520 comprising a start gear 522 controls said crankshaft 320 in conjunction with the ring gear 362 of said flywheel 360, and being supplied electricity from said charging battery 550. In addition, when the ignition is completed, it stops said start motor 520 by reacting at the power cutting clutch (no FIG) that cuts off the connection with said flywheel 360.

395 Said air compressor 530 comprising an air tank that stores compressed air and a compression pump obtains electricity from said charging battery 550, supplies highly- compressed air to said air tube 220 through the intake valve 228 and the intake port 226, in addition, reuses compressed air through said exhaust port 222 and exhaust valve 224.

400 Said generator 540 generates electricity through generator pulley 380 of said rotational motion part 300 utilizing rotational power of said crankshaft 320 and stores produced electricity in said charging battery 550. When electricity is fully charged in said charging battery 550, it is desirable to stop said generator 540 by using power 405 cutting clutch (no FIG) available to cut off power from said generator pulley 380.

In addition, said accessory part 500 is equipped with pedal 560 that controls said intake valve 228 manipulates the rotational speed of said crankshaft 320 through modifying pressure of air tube 220. In case of engine E controlling device, lubrication 410 and cooling system, it is desirable to use what is normally used in conventional systems and to include optimal controlling system to best carry out the required function.

The operation process of the first embodiment of the pollution-free engine E organized as such is as follows: 415 According to the first example of the pollution-free engine E of the present invention, the engine E has inflated air tube 220 that contains compressed air regardless of its functional state, its second crank 324 is at the bottom dead point BC2, its hydraulic valve 470 maintains said hydraulic fluid exit 362.

420 First, when start motor 520 is ignited, it drives flywheels 360 through attached ring gear 362 to rotate crankshaft 320.

As said crankshaft 320 rotates, the second crank 324 which is a part of said crankshaft 320 elevates the lower piston 454 through the second connecting rod 490, through hydraulic fluid in the hydraulic unit 430, said lower piston 454 elevates the linear 425 motion frame 240 through the linear guide 122 by piston rod 446, until the linear motion frame 240 reaches the top dead point TC2, it keeps on accumulating internal energy by compressing air.

Here, while said second crank 324 moves from the bottom dead point BC2 to the 430 top dead point TC2, the hydraulic valve 470 closes hydraulic fluid exit 362 thereby transmitting power of the lower piston 454 directly to the upper piston 444.

In the aforementioned process, internal energy stored in said air tube 220 begins to be converted to kinetic energy from the point whereby said second crank 324 passes 435 the top dead point TC2 as air tube is expanded and starts to push said linear motion frame 240 downward.

At the same time, the hydraulic valve 470 opens and hydraulic fluid flows to buffer hydraulic chamber 460 through said hydraulic fluid exit 362 as the upper piston 440 444 descends, as the shock wave arising from this process is absorbed by the vibration controller 480, the function of the upper piston 444 is not directly transmitted to the lower piston 454.

On the other hand, the chain train 410 attached to said linear motion frame 240 445 starts to descend. Since the top sprocket 412 is fixed by the fixing bar 418 connected to the engine body 100 said chain train 410, the location of said sprocket 412 remains unaltered thereby creating tensile force. The tensile force serves to pull said first connecting road 420 upward and makes the first crank 322 to engage in the rotational movement.

450 The rotational movement of said first crank 322 is transferred to crankshaft 320 and stored as rotational motion energy in said flywheel 360.

Therefore, the first crank 322 functions as a principal working crank and the second crank 324 as an assisting crank rotating according to the crankshaft 320's 455 revolving motion. The process occurs during the second crank 324's descending from the top dead point TC2 to the bottom dead point BC2, or its down stroke with the inflation of the air tube 220.

After that, as the rotational kinetic energy said flywheel 360 rotates crankshaft 460 320 and the second crank 324, which is a part of crankshaft 320, spins to raise the lower piston 454 through the second connecting rod 490, and said upper piston 444 connected to said lower piston 454 through hydraulic fluid in the hydraulic unit 430 raise linear motion frame 240 through linear guide 122 to the point where the second crank 324 reaches the top dead point TC2. During the process, the air tube 220 gets contracted and 465 restores internal energy.

Here, as said second crank 324 shifts from the bottom dead point BC2 to the top dead point TC2, the hydraulic valve 470 closes the hydraulic fluid exit 362. Therefore, the pressure from the lower piston 454 is directly transferred to the upper piston 444. As 470 said upper piston 444 and lower piston 454 function through hydraulic liquid in said functional hydraulic chamber 440, they have the same stroke volume. As the bore of said upper cylinder is smaller than that of said lower cylinder, consequently, the stroke distance of the lower piston 454 is shorter than that of the upper piston 444. Hence, when said lower piston 454 ascends, the upper piston 444 goes longer distance than the 475 lower piston 454 for the same time. Also the pressure from the upper piston 444 reaches at linear motion frame 240 faster than the path consisting of the first crank 322, the first connecting rod 420 and chain train 410 thereby removing tensile power from the chain 414.

480 As a result, the second crank 324 becomes a principal crank, the first crank 322 turns to an assisting crank. This process occurs when the second crank 324 moves from the bottom dead point BC2 to the top dead point TC2, or the rise stroke with the contraction of air tube 220. 485 On the other hand, the disinclination between said upper piston 444 and said lower piston 454 is automatically corrected in said chain train 410. If shock or vibration from the difference in stroke distance continues to cause excessive burden, it is desirable to open said hydraulic valve 470 when said upper piston 444 falls a certain point from the top dead point TP1 in order to prevent excessive shock from transmitting 490 to said chain train 410. In other words, it is desirable to modify the operation route of said cam 326 to delay the opening of said hydraulic valve 470. Another recommended method is to adjust eccentric ratio of said first crank 322 and second crank 324.

As mentioned before, during the down stroke of the pollution-free engine E, the 495 first crank 322 exercises its force, or action, on the crankshaft 320. As a reaction, the subsequent rise stroke occurs and the second crank 324 puts pressure on the air tube 220.

Referring to the operation route of the crankshaft 320 illustrated in FIG 6, the energy transmission path of the engine E during the first cycle is as follows: 500 The following is the description of signs in FIG 6. The terms"down stroke"and "rise stroke"mean the expansion and contraction of said air tube 220, respectively.

PC1 : the route of the first crank PC2: the route of the second crank TC 1 : the top dead point of the first crank 505 BC1 : the bottom dead point of the first crank TC2: the top dead point of the second crank BC2: the bottom dead point of the second crank TP 1 : the top dead point of the upper piston BP 1 : the bottom dead point of the upper piston 510 TP2: the top dead point of the lower piston BP2: the bottom dead point of the lower piston In the pollution-free engine, the first cycle is completed when: the down stroke occurs with the inflation of the air tube 220, said air tube 220 yields action to the first 515 crank 322, the action on the first crank 322 is stored in said flywheel 360, and the rise stroke occurs with the contraction of the air tube 220, the energy stored in the flywheel 360 turns to be a reaction to the second crank 324, the reaction in turn contracts said air tube 220.

Here, the first crank 322 moves from the bottom dead point BC1 to the top dead 520 point TC1, the second crank 324 moves from the top dead point TC2 to the bottom dead point BC2, the upper piston 444 and the lower piston 454 moves from the top dead point TP1, TP2 the bottom dead point BC1, BC2, during the rise stroke, the first crank 322 moves from the top dead point TC1 to the bottom dead point BC1, the second crank 324 moves from the bottom dead point BC2 to the top dead point TC2, and the upper 525 piston 444 and lower piston 454 move from the bottom dead point BC1, BC2 to the top dead point TC1, TC2.

In addition, the solid line in FIG 6 represents the operation route of the first and second crank 322,324 and the wave line represents the non-operation route, during the 530 down stroke, said first crank 322 serves as a principal working crank, during the rise stroke said second crank operates as a principal crank, as a result, they serve to continuously rotate the crankshaft 320.

Said second crank 324 and first crank 322 are designed based on 1: 5 eccentric 535 ratio, during the down stroke, the energy accumulated from the inflation of the air tube 220 throughout the path of the first crank 322 converges on the path between the top dead point TP1 and the bottom dead point BP1 of the upper piston 444, during the rise stroke, the energy turns into reaction in the path between the top dead point TP2 and the bottom dead point BP2 of the lower piston 454 throughout the path of the second crank 540 324. As it gains advantage in terms of time and distance and overcomes the problem of energy waste occurring by friction and heat, the second crank 324 again reaches the top center point TP2.

As mentioned before, since the engine E completes the first cycle by one 545 rotation of the crankshaft 320 through the expansion and contraction of the air tube 220, it belongs to the two stroke cycle apparatus. If required, it is possible to construct the engine E with one cylinder. Yet it is desirable to construct the engine E with multi- cylinders so as to maximize output of the engine E as well as a smooth operation of the crankshaft 320.

550 The following is the detailed description. of the embodiment from the second to fifth with attached figures. Excluding the same parts and operation with the first embodiment, it concentrates on the characteristics of other embodiments.

555 <The second embodiment The pollution-free engine E according to the second embodiment of the present invention is comprised of a compressing spring 262 that converts internal potential energy accumulated though compression to kinetic energy, a linear motion part 200 560 comprising a linear motion frame 240 that makes a repeated vertical movement corresponding to said compressing spring 262's contraction and extension.

Said compressing spring 262 can be replaced with other type of springs such as air spring, rubber spring, tension, panel spring or others that are deemed to be 565 appropriate.

Said linear motion part 200 is equipped with a pressure controller 264 that adjusts the pressure on said compressing spring 262 controls stability of said compressing spring 262 by adjusting the pressure thereby controlling the output of the 570 engine E.

On the other hand, both ends of said compressing spring 262 is supported by thrust bearing 266 to absorb a twist occurring during the repeated contraction and extension of said compressing spring 262.

575

In the second embodiment, the eccentric ratio of said first crank 322 and said second crank 324 is 10: 1. Consequently, the total number of the sprockets 412 of the chain train 410 is 10.

<The third embodiment The main difference of the pollution-free engine E according to the third embodiment of the present invention lies in its replacement of the start motor 520 by the start handle 570 to construct the engine E as a manual one. It is appropriate to engines with low output.

<The fourth embodiment The fourth embodiment of the pollution-free engine E of the present invention differs from the second embodiment as it installs a hydraulic drum brake 582 within a cylinder drum 580 connected by the crankshaft 320 and a reducer 586, and controls engine output by adjusting said hydraulic drum brake 582 with a pedal attached to a hydraulic cylinder 584. It is suitable for engines with high output E.

In the fourth embodiment, the engine E is comprised of said linear motion part 200 horizontally aligned with the chain train 410 of said motion transmission part 400,

the vertical movement of said chain train 410 is oriented through the guide 411, secondary sprocket 413 that supports and guides the path of the chain 414, a stability sprocket 415 required to stabilize the rocking of the chain 414 occurring at the point where the first crank 322 and the first connecting rod 420, which is a structural problem due to the same direction of the first crank 322 and the chain train 410 are set in a perpendicular position.

<The fifth embodiment The pollution-free engine E in the fifth embodiment of the present invention differs from the other examples in its method of engine ignition, which uses the repulsive force of electromagnet 282 and magnet 284. It controls the output of the engine E by altering magnetic force through controlling electric current that flows into said electromagnet 282.

In this example, it is desirable to make the electromagnet 282 and magnet 284 from non-magnetic material to block outside noise. The charging battery 550 equipped with a control circuit encompassing variable resistance and potentiometer can also serve as the power source of said electromagnet 282. A magnetic force controller 286 can be applied to control the output of the engine E by adjusting a pedal 560 to control electricity and voltage.

Industrial Applicability As described above, according to the invention offers a pollution-free engine operated by reciprocating piston. More specifically, instead of using general types of 625 fuels like a conventional internal combustion engine that relies on reciprocating piston, this engine uses air as a natural, unlimited source of energy by converting highly- compressed air charged in an air tube into useful rotational kinetic energy. The process of energy generation is as follows: first, highly-compressed air charged in an air tube stores as an internal energy, and second, as the compressed air is expanded, it generates 630 kinetic energy arising from rotational motion of the crankshaft.

Another aspect of the present invention is directed towards a pollution-free engine that uses a spring as the driving force, which is generated from the process of converting an internal potential energy accumulated through tension or compression 635 into kinetic energy. In addition, the present invention is directed towards a pollution-free engine that uses repulsive force as the driving force, which is generated from the repulsive force of a pair of vertically-placed magnets.

Therefore, with the supply of the newly invented engine, the present invention 640 offers a solution to the problem of environmental pollution and the depletion of natural energy resources. Moreover, since this engine does not require the fuel device like the existing internal combustion engine system, it is much simpler and more economical.