# US 11,078,836 B1 · System and method of reciprocating piston engine, multi-fuel piston engine

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- Number: US 11,078,836 B1
- Document ID: US11078836B1
- Status: Granted
- Kind: B1
- Application number: 16/885,834
- Filed: 2020-05-28
- Granted: 2021-08-03
- Earliest claimed: 2020-05-28
- Applicants: Canadavfd Corp (Ltd)
- Inventors: Defang Yuan
- Web page: https://patentgrep.com/patent/US11078836B1

## CPC

- F02B 75/28: Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders (arranged oppositely relative to main shaft F02B75/24)
- B60K 13/00: Arrangement in connection with combustion air intake or gas exhaust of propulsion units
- B60K 15/03006: {Gas tanks (B60K15/07 takes precedence)}
- F01B 7/14: acting on different main shafts
- F01M 13/04: having means for purifying air before leaving crankcase, e.g. removing oil
- F02B 21/00: Engines characterised by air-storage chambers
- F02B 33/04: with simple crankcase pumps, i.e. with the rear face of a non-stepped working piston acting as sole pumping member in co-operation with the crankcase
- F02B 33/30: Control of inlet or outlet ports
- F02B 75/16: Engines characterised by number of cylinders, e.g. single-cylinder engines (F02B75/26 takes precedence)
- F02D 13/0223: {Variable control of the intake valves only}
- F02D 13/0276: {Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging}
- F02D 15/00: Varying compression ratio
- F02D 19/0655: {at least one fuel being an alcohol, e.g. ethanol (F02D19/084 takes precedence)}
- B60K 2015/0321: {characterised by special sensors, the mounting thereof}
- B60K 2015/03243: {characterised by special pumps, the mounting thereof}
- F02D 2200/0611: Fuel type, fuel composition or fuel quality
- Y02T 10/12: Improving ICE efficiencies
- Y02T 10/30: Use of alternative fuels, e.g. biofuels
- Y02T 10/40: Engine management systems
- F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G)
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- F01B: MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES (of rotary-piston or oscillating-piston type F01C; of non-positive-displacement type F01D; internal-combustion engines F02B; combustion-product engine plants F02G; machines or engines, other than of positive-displacement type, for liquids F03B; positive-displacement engines driven by liquids F03C; wind motors F03D; positive-displacement machines for liquids F04B; rotary-piston, or oscillating-piston, positive-displacement machines for liquids F04C)
- F01M: LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

The present disclosure relates to piston engine systems which are no longer restricted by their compression ratios. Rather, a mixture of fuel and pre-compressed air is used to complete the combustion. The pressure of the compressed air is independently controlled. As a result, the clearance volume can be reduced to less than 1/50 or to zero, and the piston engine systems can be used with different types of fuels, for example, gasoline, diesel, ethanol, or vegetable oils.

## Claims

### Claim 1

A single piston engine system, comprising:
a cylinder defining an interior space therein,
the cylinder encloses a combustion chamber, a piston configured to fit horizontally and sealingly in the cylinder and move vertically therewithin, and a compression chamber, wherein the upper face of the piston defines the bottom end of the combustion chamber and the lower face of the piston defines the top end of the compression chamber,
the combustion chamber comprises an inlet valve connected to an output pipe of an air storage tank,
the compression chamber comprises an outlet valve connected to an input pipe of the air storage tank and an intake valve connected to fresh air,
a controller connected to a fuel tank, wherein according to the type of fuel in the fuel tank, the controller determines the required air pressure of the compression chamber via the intake valve,
an extension rod connected to the lower face of the piston and extends through an aperture at the bottom of the cylinder, the extension rod is connected to a crankshaft via a connection rod,
wherein fuel is pumped into the combustion chamber from the fuel tank and air is compressed as pressured air and injected into the compression chamber by its own pressure from the air storage tank,
wherein combustion expansion and air compression are completed in a same downward stroke of the piston,
wherein combustion expansion and air compression are completed in different chambers,
wherein gas contained in the combustion chamber is discharged in an upward stroke of the piston, and
wherein clearance volume of the combustion chamber is obtainable at less than 1/50 of the combustion chamber displacement volume, clearance volume of the compression chamber is obtainable at less than 1/50 of the compression chamber displacement volume, or both.

### Claim 2 (depends on 1)

The single piston engine system according to claim 1, wherein the clearance volume of the combustion chamber is zero, the clearance volume of the compression chamber is zero, or both.

### Claim 3 (depends on 1)

The single piston engine system according to claim 1, wherein kinetic energy from the crankshaft is recovered and stored in the compressed air by compression stroke of the piston driven by rotation of the crankshaft.

### Claim 4 (depends on 1)

The single piston engine system according to claim 1, wherein the ignition of the fuel and the compressed air in the combustion chamber occurs after the top dead centre, the in-cylinder peak pressure of the combustion chamber occurs after 30° of the crank angle.

### Claim 5 (depends on 1)

The single piston engine system according to claim 1,
wherein the air storage tank comprises an oil-gas separation element to separate lubricating oil collected in the air storage tank from the compressed air in the air storage tank to prevent the lubricating oil from entering into the combustion chamber, and
wherein the air storage tank comprises a pressure sensor connected to the controller, wherein when the air pressure in the air storage tank reaches a certain level, the controller controls the intake valve of the compression chamber to stop compressing the fresh air.

### Claim 6 (depends on 1)

The single piston engine system according to claim 1, wherein when the piston moves upward and near its top dead center position, an exhaust valve of the combustion chamber is shut off, and the inlet valve of the combustion chamber is opened, the compressed air in the air storage tank is led into the combustion chamber through the output pipe of the air storage tank and the inlet valve of the combustion chamber, and fuel is injected by a fuel pump into the combustion chamber, the fuel and the compressed air are mixed in the combustion chamber to produce a combustible gas mixture, and
wherein a spark plug in the combustion chamber ignites the combustible gas mixture in the combustion chamber to cause said mixture to combust and push the piston downward, the piston pushes the extension rod of the piston downward, the extension rod in turn pushes the connection rod, the connection rod then drives the crankshaft.

### Claim 7

An opposed piston engine system, comprising:
a first cylinder and a second cylinder, each defining an interior space therein, wherein the second cylinder is an inverted version of the first cylinder and is installed in an opposed position of the first cylinder,
the first cylinder encloses a first compression chamber, a first piston configured to fit horizontally and sealingly in the first cylinder and move vertically therewithin, the second cylinder encloses a second compression chamber, a second piston configured to fit horizontally and sealingly in the second cylinder and move vertically therewithin, the first piston and the second piston are installed in an opposed position, wherein the first cylinder and second cylinder share a combustion chamber, wherein the upper face of the first piston defines the bottom end of the combustion chamber and the lower face of the first piston defines the top end of the first compression chamber, wherein the lower face of the second piston defines the top end of the combustion chamber and the upper face of the second piston defines the bottom end of the second compression chamber,
the combustion chamber comprises an inlet valve connected to an output pipe of an air storage tank,
the first compression chamber comprises a first outlet valve to an input pipe of the air storage tank and a first intake valve connected to fresh air,
the second compression chamber comprises a second outlet valve to the input pipe of the air storage tank and a second intake valve connected to fresh air,
a controller connected to a fuel tank, wherein according to the type of fuel in the fuel tank, the controller determines the required air pressures of the first and second compression chambers via the first and the second intake valves,
a first extension rod connected to the lower face of the first piston and extends through an aperture at the bottom of the first cylinder, the first extension rod is connected to a first crankshaft via a first connection rod,
a second extension rod connected to the upper face of the second piston and extends through an aperture at the top of the second cylinder, the second extension rod is connected to a second crankshaft via a second connection rod,
wherein fuel is pumped into the combustion chamber from the fuel tank and air is compressed as pressured air and injected into the first and second compression chambers by its own pressure from the air storage tank,
wherein combustion expansion and air compression are completed in a same stroke of the first piston, combustion expansion and air compression are completed in a same stroke of the second piston,
wherein gas contained in the combustion chamber is discharged when the first piston and the second piston move from their bottom dead centers to their top dead centers, and
wherein clearance volume of the combustion chamber is obtainable at less than 1/50 of the combustion chamber displacement volume, clearance volumes of the first and the second compression chambers are obtainable at less than 1/50 of the first and the second compression chambers displacement volumes respectively, or both.

### Claim 8 (depends on 7)

The opposed piston engine system according to claim 7, wherein clearance volume of the combustion chamber is zero, the clearance volumes of the first and second compression chambers are zero, or both.

### Claim 9 (depends on 7)

The opposed piston engine system according to claim 7, wherein the first and second extension rods are sealed by a first and second sealed sliding rings respectively, wherein the first and second extension rods are configured to move up and down freely and are air-tightened to prevent the compressed air in the first and second compression chambers from leaking out.

### Claim 10 (depends on 7)

The opposed piston engine system according to claim 7, wherein the ignition of the fuel and the compressed air in the combustion chamber occurs after the top dead centre of the first piston and the second piston, the in-cylinder peak pressure of the combustion chamber occurs after 30° of the crank angle of the first piston and the second piston.

### Claim 11 (depends on 7)

The opposed piston engine system according to claim 7,
wherein the air storage tank comprises an oil-gas separation element to separate lubricating oil collected in the air storage tank from the compressed air in the air storage tank to prevent the lubricating oil from entering into the combustion chamber, and
wherein the air storage tank comprises a pressure sensor connected to the controller, wherein when the air pressure in the air storage tank reaches a certain level, the controller controls the first and the second intake valves of the first and the second compression chambers to stop compressing the fresh air respectively.

### Claim 12 (depends on 7)

The opposed piston engine system according to claim 7,
wherein when the first and the second pistons are moving near their respective top dead center positions, an exhaust valve of the combustion chamber is shut off and the inlet valve of the combustion chamber is opened, the compressed air in the air storage tank is led into the combustion chamber through the output pipe of the air storage tank and the inlet valve of the combustion chamber, and fuel is injected by a fuel pump into the combustion chamber, the fuel and the compressed air are mixed in the combustion chamber to produce a combustible gas mixture,
wherein a spark plug in the combustion chamber ignites the combustible gas mixture in the combustion chamber to cause said mixture to combust and (1) push the first piston downward, the first extension rod in turn pushes the first connection rod, the first connection rod then drives the first crankshaft, (2) push the second piston upward, the second extension rod in turn pushes the second connection rod, the second connection rod then drives the second crankshaft, and
wherein the first crankshaft and the second crankshaft operate at the same rotating speed and in the same rotating direction.

### Claim 13

An opposed piston engine system with phase shift in time and offset in position, comprising:
a first cylinder and a second cylinder, each defining an interior space therein, wherein the second cylinder is an inverted version of the first cylinder and is installed in an opposed position of the first cylinder,
the first cylinder encloses a first compression chamber, a first piston configured to fit horizontally and sealingly in the first cylinder and move vertically therewithin, the second cylinder encloses a second compression chamber, a second piston configured to fit horizontally and sealingly in the second cylinder and move vertically therewithin, the first piston and the second piston are installed in an opposed position, wherein the first cylinder and second cylinder share a combustion chamber, wherein the upper face of the first piston defines the bottom end of the combustion chamber and the lower face of the first piston defines the top end of the first compression chamber, wherein the lower face of the second piston defines the top end of the combustion chamber and the upper face of the second piston defines the bottom end of the second compression chamber,
the combustion chamber comprises an inlet valve connected to an output pipe of an air storage tank,
the first compression chamber comprises a first outlet valve to an input pipe of the air storage tank and a first intake valve connected to fresh air,
the second compression chamber comprises a second outlet valve to the input pipe of the air storage tank and a second intake valve connected to fresh air,
a controller connected to an fuel tank, wherein according to the type of fuel in the fuel tank, the controller determines the required air pressures of the first and second compression chambers via the first and the second intake valves,
a first extension rod connected to the lower face of the first piston and extends through an aperture at the bottom of the first cylinder, the first extension rod is connected to a first crankshaft via a first connecting rod,
a second extension rod connected to the upper face of the second piston and extends through an aperture at the top of the second cylinder, the second extension rod is connected to a second crankshaft via a second connection rod,
wherein fuel is pumped into the combustion chamber from the fuel tank and air is compressed as pressured air and injected into the first and second compression chambers by its own pressure from the air storage tank,
wherein combustion expansion and air compression are completed in a same stroke of the first piston, combustion expansion and air compression are completed in a same stroke of the second piston,
wherein gas contained in the combustion chamber is discharged when the first piston and the second piston move from their bottom dead centers to their top dead centers,
wherein clearance volume of the combustion chamber is obtainable at less than 1/50 of the combustion chamber displacement volume, clearance volumes of the first and the second compression chambers are obtainable at less than 1/50 of the first and second compression chambers displacement volumes respectively, or both,
wherein there is a phase shift in time between movement sequence of the first piston and the second piston, the first piston and the second piston reach their respective top dead center positions at different moments of time,
wherein the first piston and the second piston have an offset with respect to their respective physical middle position, and push the respective top dead centre positions of the first piston and the second piston into the range of swept volume of each other,
wherein combustion occurs in the combustion chamber and air compressions occur in the first and the second compression chambers,
wherein tangential forces produced by a same combustion on the first crankshaft and the second crankshaft are different at any given moment before the position of Tmax of the first piston, and
wherein at moment of ignition, positions of the first piston and the second piston are different in their respective crank angles.

### Claim 14 (depends on 13)

The opposed piston engine system according to claim 13, wherein clearance volume of the combustion chamber is zero, the clearance volumes of the first and the second compression chambers are zero, or both.

### Claim 15 (depends on 13)

The opposed piston engine system according to claim 13, wherein the first and the second extension rods are sealed by a first and second sealed sliding rings respectively, wherein the first and the second extension rods are configured to move up and down freely and is air-tightened to prevent the compressed air in the first and second compression chambers from leaking out.

### Claim 16 (depends on 13)

The opposed piston engine system according to claim 13, wherein the inside walls of the first and second cylinders and/or the first and second pistons are lubricated with lubricating oil.

### Claim 17 (depends on 13)

The opposed piston engine system according to claim 13, wherein the air storage tank comprises an oil-gas separation element to separate lubricating oil collected in the air storage tank from the compressed air in the air storage tank to prevent the lubricating oil from entering into the combustion chamber.

### Claim 18 (depends on 13)

The opposed piston engine system according to claim 13,
wherein the first piston and the second piston reach their respective top dead center positions at different moments of time respectively, when the second piston reaches near its top dead center, an exhaust valve of the combustion chamber is shut off and the inlet valve of the combustion chamber is opened, the compressed air in the air storage tank is led into the combustion chamber through the output pipe of the air storage tank and the inlet valve of the combustion chamber, and fuel is injected by a fuel pump into the combustion chamber, the fuel and the compressed air are mixed in the combustion chamber to produce a combustible gas mixture, and
wherein a spark plug in the combustion chamber ignites the combustible gas mixture in the combustion chamber to cause said mixture to combust and (1) push the first piston downward, the first extension rod in turn pushes the first connection rod, the first connection rod then drives the first crankshaft, the first piston compresses the air in the first compression chamber when the first intake valve is shut off, (2) the second piston upward, the second extension rod in turn pushes the second connection rod, the second connection rod then drives the second crankshaft, the second piston compresses air in the second compression chamber when the second intake valve is shut off.

### Claim 19 (depends on 13)

The opposed piston engine system according to claim 13, wherein when the first piston and second piston are in motoring actions, (1) the first crankshaft pushes the first piston downward through the first connection rod and the first extension rod, the first piston compresses air in the first compression chamber when the first intake valve is shut off, kinetic energy from the first crankshaft is recovered and stored in the compressed air, (2) the second crankshaft pushes the second piston upward through the second connection rod and the second extension rod, the second piston compresses the air in the second compression chamber when the second intake valve is shut off, kinetic energy from the second crankshaft is recovered and stored in the compressed air.

### Claim 20 (depends on 13)

The opposed piston engine system according to claim 13, wherein the first piston reaches its bottom dead center earlier than the second piston does in a combustion stroke, when the second piston moves near its bottom dead center, the exhaust valve of the combustion chamber is opened, the second crankshaft drives the second piston downward through the first extension rod and second connection rod, the gas contained in the combustion chamber is discharged.