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end was closed and the trapped gas was allowed to cool. As the gas cooled, it created
a vacuum within the cylinder. This caused a pressure differential across the piston,
atmospheric pressure on one side and a vacuum on the other. As the piston moved
because of this pressure differential, it would do work by being connected to an
external system, such as raising a weight .
Some early steam engines
also were atmospheric
engines.
Instead of
combustion, the open cylinder was filled with hot steam. The end was then closed
and the steam was allowed to cool and condense. This created the necessary vacuum.
the development
of
internal combustion engine was the pneumatic rubber tire, which was first
marketed by John B. Dunlop in 1888 . This invention made the automobile much
more practical and desirable and thus generated a large market for propulsion
systems, including the internal combustion engine.
During the early years of the automobile, the internal combustion engine
competed with electricity and steam engines as the basic means of propulsion. Early
in the 20th century, electricity and steam faded from the automobile picture-electricity
because of the limited range it provided, and steam because of the long start-up time
needed.
- 1886 - On January 29, Karl Benz received the first patent (DRP No.
37435) for a gas-fueled car.
- 1889 - Daimler built an improved four-stroke
mushroom-shaped valves and two V-slant cylinders.
-
engine
with
ignition temperature, the diesel fuel will ignite first and thus provide
a "spark" for igniting the secondary fuel.
-1980- John E. Lindberg, A controlled amount of a fluid (steam or water
or a solution of water plus additives) is injected into an internal
combustion engine to improve combustion, efficiency, and to reduce
emissions. The amount of the fluid injected is controlled in response
to engine need. The steam is generated by the heat produced by the
engine. Combustion gas temperature is used to control the amount
of steam produced by varying the fluid flow through one or more
fixed or variable orifice control valves. The steam is injected in a
piston engine to cool peak temperatures, to prevent detonation and
pre-ignition, to smooth out hot spots, to prevent auto-ignition or
dieseling, and to use the vapor energy in the expansion cycle to
increase low speed torque and acceleration. The steam is used to
cause full retard of the vacuum spark advance during acceleration at
full load from low speed, and a large amount of steam is injected at
this point in the cycle to prevent pre-ignition and detonation.
Ultrasonic energy is added to the injected steam to produce better
mixing and distribution. Hydrogen is also injected to permit better
combustion with higher amounts of air. The hydrogen is produced by
the interaction of a catalyst on the steam and fuel hydrocarbons and
ultrasonic energy. At times exhaust gas and other additives, such as
hydrogen peroxide, methyl alcohol and ammonia are injected.
-1982- Lewis C. Spence, A modified two-stroke or four-stroke internal
combustion engine comprises means and a method for increasing
the power output of an internal combustion engine by providing a
non-combustible fluid to the engine. The engine transfers thermal
energy of combustion to the non-combustible fluid, thereby causing
expansion of the fluid, and includes means for converting expansion
of the fluid to mechanical power.
-1984- Kurt Hierzenberger, The combustion chamber of an internalcombustion engine is fed via a dispersion supply conduit with a
dispersion of water and of fuel supplied via a fuel supply conduit and
is fed via an air supply conduit with the air required for the
combustion. The exhaust gases generated within the combustion
chamber during the combustion are passed via an exhaust gas
conduit into a heat exchanger being in connection with a condensate
collecting chamber for receiving the condensate formed on cooling
the hot exhaust gases and vapors. This condensate is utilized for the
production of the fuel-water-dispersion. The heat of condensation
being at disposal within the heat exchanger is utilized for heating the
dispersion-air-mixture supplied into the combustion chamber of the
internal-combustion engine or for heating the air required for the
combustion.
-1997- Makoto Suzuki, An apparatus for circulating cooling water for an
internal combustion engine has a cooling water outer passageway,
through which an engine body, a radiator, an indoor heater core and
an oil cooler communicate with each other, for flowing the cooling
water there through. The cooling water outer passageway includes a
gong-to-engine-body communicating passageway through which the
cooling water flows from the radiator towards the engine body, a
going-to-heater-core communicating passageway through which the
cooling water flows from the engine body towards the indoor heater
core, and an oil cooler cooling water communicating passageway,
bypasses the engine body communicating passageway and the
heater core communicating passageway with respect to a water
jacket, including an oil cooler midways of this oil cooler cooling water
communicating passageway. The engine body communicating
passageway and the heater core communicating passageway
provided with flow rate control valves for reducing a quantity of the
cooling water when a temperature of the cooling water comes to a
predetermined temperature. A connecting point between the oil
cooler cooling water communicating passageway and the heater core
communicating passageway, exists more upstream than a point M at
which the flow rate control valve is disposed on the heater core
communicating passageway.
-1998- Ingemar Denbratt, Jonny Nisbet, Henrik Oest Simonsen, LarsOlof Carlsson, Internal combustion engine with fuel injection directly
into the combustion chamber of the engine. The engine has inlet
channels, the angle of incidence (valve angle) () of which is greater
than 20 relative to the longitudinal axis of the cylinder chamber.
The piston tops are made, firstly, with a surface portion inclined
relative to a plane normal to the longitudinal axis of the cylinder
chamber by an angle () equal to or less than the angle of incidence
of the inlet channel, and, secondly, with a cavity connected to the
inclined surface portion. By interaction between the angle of
incidence of the inlet channels and the shape of the piston tops,
there is generated in the combustion chambers a primary vertical
movement in the inlet air about an axis perpendicular to the
longitudinal axis of the cylinder chamber. The primary vortical
movement generates a secondary vertical movement in the opposite
direction in the piston cavity.
-1999- Richard Patton, Internal combustion engine with regenerator
and hot air ignition An internal combustion engine and method is
disclosed wherein separate compression and power cylinders are
used and a regenerator or pair of regenerators is mounted between
them to provide heat for hot-air ignition. The single regenerator
embodiment operates as a two-stroke cycle engine and the
embodiment with an alternating pair of regenerators operates as a
four-stroke cycle engine. Valving is provided for uniflow design and
the system allows variable fuel ratios. The resulting engine achieves
brake efficiency and thermal efficiency greater than 50 %.
-1999- Cosimo Sarno, Multi-injection systems The aim of the proposed
systems is to increase the degrees of freedom in the management of
the injection in both the Diesel and gasoline engines (two and four
strokes); overall this is to improve the combustion with consequent
reduction of the polluting masses.
-2000- Palmer Dennis C, The improved internal combustion engine of
the cam drive axial piston type includes modification to the drive
shaft , bearings 200 and other internal elements to facilitate the flow
of oil and lubricants to engine parts. The cooling system is modified
to allow coolant flow directly to the engine block and head assembly
simultaneously and to control flow through the engine and radiator
to reduce hot spots. The valves and valve crown structure have
been modified for ease of assembly and reliability of the roller valve
lifter and valve interface. Use of alternate fuel supply systems which
eliminate the need for a valve train are also accommodated. The
drive shaft and engine have been modified to allow the mounding
of a variety of aircraft propellers using a hub as well as mounting a
flywheel for reduced start motor stress.
-2001- Lester P Berriman, John M Zabsky Dual fuel source diesel engine
In the operation of a diesel engine, a mixture of air and fuel is flowed
into each cylinder during the intake stroke when air alone normally
would be flowed in. However, the mixture is lean so it does not ignite
as the mixture is lean so it does not ignite as the mixture is
compressed and heated. Sufficient additional fuel is injected into the
cylinder near the top of the compression stroke to increase the
amount of fuel so the hot mixture ignites. As a result, most of the air
and fuel has intimately mixed prior to ignition.
-2002- Donald W. Stanton, Randall L. Zehr, Wayne A. Eckerle, Francois
Ntone, Internal combustion engine producing low emissions An
engine is provided which includes various precise configuration
parameters, including dimensions, shape and/or relative positioning
of the combustion chamber features, resulting in a combustion
process minimizing NOx emissions and particulates. The combustion
chamber includes one or more of the following: a spray angle relative
to an inner bowl floor angle; a vertical distance from the tip of the
piston bowl to the injection orifices; a number of injection orifices; a
swirl ratio; a vertical distance from the injection orifices to an inner
face of the cylinder head; a radius of curvature of an outer bowl
section; chamfer with dimensional parameters; and a transition
radius.
-2002-Tatsuo Kobayashi, Internal combustion engine of compressing
and auto-igniting air-fuel mixture and method of controlling such
internal combustion engine The technique of the present invention
produces a first fuel-air mixture containing a first fuel and the air at a
specific ratio, which does not allow for auto ignition of the first fuelair mixture by simple compression, in a combustion chamber. The
technique then injects a second fuel, which has a higher octane
value than that of the first fuel, into a partial area of the combustion