Two cycle internal combustion engine with sequential opening and closing of exhaust and intake ports

Claim 2

A two cycle engine for sequentially opening and closing, respectively exhaust and intake ports of the engine to permit increased fuel-air mixture and compressions and reduce the discharge of non-combusted materials, the engine comprising: at least one cylinder having dual piston chambers and longitudinal cylinder axes symmetrically arranged about a centerline and angularly inclined with respect to each other by at least about 30*, the cylinder including means interconnecting the piston chambers for a gas interchange between the chambers and the simultaneous firing of the mixture in the chambers, a piston disposed in each chamber, a crank shaft having a center intersecting and perpendicular to the centerline and including a connecting throw for each cylinder, the crank shaft connecting throws being aligned with each other for substantially simultaneously positioning each piston at the top dead center, and connecting rods between the pistons and the crank shaft throws, said connecting rods having a length no more than about 2.1 times the diameter of the pistons, the pitch diameter of the crank shaft throw being no greater than the piston diameter to limit the axial piston travel and prevent interferences between cylinder walls and the connecting rods due to the angular inclination of the cylinder chambers, the cylinder including an exhaust port extending from one of the chambers and an intake port extending from the other one of the chambers, the exhaust port being positioned so that it opens prior to the opening of the intake port and so that it closes prior to the closing of the intake port.

Claim 3

An engine according to claim 1 wherein the connecting rod has a length no more than about 1.7 times the diameter of the piston.

Claim 4

An engine according to claim 1 wherein each of the exhaust port and the intake port only is open during at least about 25 percent of the total time during which either one or both of the ports are open during a complete engine cycle.

Claim 5

An engine according to claim 1 wherein a complete engine cycle comprises an intake and exhaust stroke during which either one or both of the intake and exhaust ports are open, a compression stroke terminating when the pistons are at their top dead center position and a power stroke commencing at the top dead center and terminating upon the opening of the exhaust port, and wherein the strokes are of substantially the same duration.

Claim 6

An engine according to claim 4 wherein the intake and exhaust stroke comprises an exhaust period during which the exhaust port is opened and which commences with the end of the power stroke and lasts at least until each piston has reached its bottom dead center, and wherein the intake valve is open from at least the time one of the pistons reaches its bottom dead center until the commencement of the compression stroke and until after the closure of the exhaust port.

Claim 7

An engine according to claim 4 wherein periods during which the exhaust and intake ports are open substantially equally overlap the bottom dead centers of the respective pistons.

Claim 8

An engine according to claim 5 wherein the intake port remains open for at least about 30* of one crank shaft rotation after the exhaust port is closed.

Claim 9

A high efficiency two cycle internal combustion engine permitting the super charging of the fuel-air mixture to enhance power output while minimizing the exhaust of pollutants without the provision of special valves and the like, the engine comprising: first and second cylinders having axes that are angularly offset with respect to each other, a combustion chamber interconnecting the cylinders to permit a gas flow between the cylinders and for the simultaneous firing of the mixture in the cylinders, a crank shaft including aligned crank shaft throws, a piston in each cylinder, the pistons having diameters at least about equal to the pitch diameter of the crank shaft throw, rods connecting the pistons and the throws so that the pistons are substantially simultaneously at top dead center, the rods having a length so that bottom dead centers of the pistons are spaced apart at least about 30* of one crank shaft revolution, a side of the rods proximate the crank shaft axis being concavely recessed away from the crank shaft axis to prevent interference between the rod and cylinder walls during operation of the engine, whereby the pistons arrive as a leading piston and a trailing piston at their respective bottom dead centers sequentially as a function of the angular inclination of the cylinder axes and of the rod lengths, the cylinder within which the leading piston is disposed including an exhaust port and the cylinder within which the trailing piston is disposed including an intake port, the exhaust port being posiTioned so that the leading piston opens it before the trailing piston opens the intake port, whereby the leading piston closes the exhaust port before the trailing piston closes the intake port to prevent the escape of fuel-air mixture through the exhaust port during the compression stroke of the engine and thereby reduce air pollution caused by the engine and increase the engine efficiency and power output.

Claim 10

A high efficiency two cycle internal combustion engine permitting the super charging of the fuel-air mixture to enhance power output while minimizing the exhaust of pollutants without the provision of special valves and the like, the engine comprising: first and second cylinders having axes that are angularly offset with respect to each other, a combustion chamber interconnecting the cylinders to permit a gas flow between the cylinders and for the simultaneous firing of the mixture in the cylinders, a crank shaft including aligned crank shaft throws, a piston in each cylinder, the pistons having diameters at least about equal to the pitch diameter of the crank shaft throw, rods connecting the pistons and the throws so that the pistons are substantially simultaneously at top dead center, the rods having a length so that bottom dead centers of the pistons are spaced apart at least about 30* of one crank shaft revolution, a side of the rods proximate the crank shaft axis being concavely recessed away from the crank shaft axis to prevent interference between the rod and cylinder walls during operation of the engine, whereby the pistons arrive as a leading piston and a trailing piston at their respective bottom dead centers sequentially as a function of the angular inclination of the cylinder axes and of the rod lengths, the cylinder within which the leading piston is disposed including an exhaust port and the cylinder within which the trailing piston is disposed including an intake port, the exhaust port being posiTioned so that the leading piston opens it before the trailing piston opens the intake port, whereby the leading piston closes the exhaust port before the trailing piston closes the intake port to prevent the escape of fuel-air mixture through the exhaust port during the compression stroke of the engine and thereby reduce air pollution caused by the engine and increase the engine efficiency and power output.

Claim 11

An engine according to claim 8 wherein the angle between the cylinder axes and the relative positioning of the exhaust port and the intake port retains the intake port open for a crank shaft rotation of at least about 30* after closure of the exhaust port.

Claim 12

An engine according to claim 8 wherein the cylinder axes are offset with respect to each other by an angle between about 20* to about 45*.

Claim 13

An engine according to claim 10 wherein the rod length is no more than about 2.1 times the diameter of the pistons.