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Two Stroke Combustion Engine With A Dedicated Crank Oil System And Variable Ram Blower |
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VR Powerstroke Description:
This is a two stroke combustion ignition spark engine that runs off gas. It is not a compression engine. No oil mix is required. The reason it does not require an oil mix is because it has a dedicated lubrication system for the crankcase, unlike other existing two stroke engines.
The advantages include:
1. Low cost and simplicity of manufacturing. It is less expensive to produce than a four stroke, as it has less moving parts, no conventional valves and overall less construction material.
2. Less pollution than the existing two stroke that short circiuts the fresh air charge which increases full consumption and transmission of unburned hydro carbons.
3. Less weight than a gas driven four stroke, and an overall better power to weight ratio.
4. Higher efficiency of burning fuel because of the constant air intake pressure and volume to the cylinder for optimal combustion.
5. Will operate at higher RPM’s than a conventional four stroke because there are no conventional valves.
6. The four stroke has only one power stroke out of four strokes. Further it has a longer compression stroke and power stroke than a two stroke due to the open exhaust port on the existing two stroke engine.
7. Due to the fact that this engine has a dedicated lubrication system we are not adding oil to the fuel mixture, therefore the likelihood of addressing a clogged carburetor or fuel system is virtually eliminated.
8. The prior art two stroke engine is composed of a gas-oil mixture for operation. This engine eliminates the need for two stroke oil.
SUMMARY
It is an object of the present invention to provide a two stroke combustion ignition spark engine, with a variable fan that is used to provide compressed air to the engine. The engine cylinder is purged with fresh air which is free of oil and exhaust gases, thus improving efficiency, fuel consumption, with an overall effect of extending engine life. The present invention provides a two stroke combustion ignition spark engine. It has a rolling valve plate that contains the engine’s main intake, purge and exhaust valves. The intake and exhaust gases are passed through a unique rolling valve plate, allowing custom valve openings to optimize engine performance.
DETAILED DESCRIPTION OF THE INVENTION
Figure 4 is a cross sectional/schematic invention which shows the basic engine parts including a cylinder 1, a piston 3, a connecting rod 4, an engine flywheel 5, a crankshaft 7, a system air intake port 20, a fan, blower or compressor 21, a rolling valve plate 19 which includes the engine’s intake valve 31 and exhaust valve 30, (shown in Figure 5) a carburetor 22 and a system exhaust port 14. The principal component differences between the present invention and the prior art, are the addition of the fan 21 and the elimination of the bypass and the air-fuel-oil input port. A principal operating difference between the present invention and the prior art is the air-fuel mixture produced in the carburetor is injected under pressure from the fan directly into the cylinder head to eliminate the need to compress this mixture in the crankcase or feed it through the bypass to the cylinder head of the prior art. In the present invention, the fan 21 is added and is driven by a mechanical linkage to the engine crankshaft. The linkage comprises the fan shaft 35, the fan gear 29, the timing gear 17, and beveled gears 16. Fan 21 takes in outside air, through system intake port 20 compresses it and then supplies it through a line 23, carburetor 22, line 24 and rolling intake valve 31 to the cylinder head, which is port 42. The exhaust path from the engine is also through the rolling exhaust valve 30, which is located on rolling plate 19, to the systems exhaust port 14. The rolling valves are a unique feature of this invention and are explained in more detail in connection with the description of Figure 5. As can be seen in Figure 5, the rolling plate 19 contains the input port 31 and the exhaust port 30. This plate is caused to rotate by way of a power take off from the drive shaft 13. The drive shaft is connected to the flywheel and derives its relative power from the engine. The power take off is shown in Figure 4 to be a set of bevel gears 16 connecting a timing gear shaft 18 to the drive shaft. The timing gear shaft 18 is connected at its upper end to the timing gear 17. The rotation of the drive shaft causes the timing gear shaft and the timing gear to rotate. The outer edge of the timing gear contains gear teeth which mesh with mating gear teeth of the outer edge of the rolling valve plate 19, causing it to rotate. The timing gear is connected to the drive shaft 13 by way of shaft 18 and bevel gears 16, causing the timing gear to rotate as a function of the engine speed. That arrangement forces the timing gear and the plate 19 to be at a known position with respect to the values at each point in the engines cycle, admitting purging air and the air fuel mixture when required.
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