CROSS-REFERENCE TO RELATED APPLICATIONS Not applicable.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT Not applicable.
BACKGROUND OF THE INVENTION 1. Field of the Invention
This specification describes subject matter in the field of gasoline or diesel fueled internal combustion engines and related methods.
2. Background of the Invention
Internal combustion engines are machines that produce work from the expansion of the resultant high-temperature and high-pressure gases of a combusted fuel. In one embodiment, fuel may be introduced to a combustion chamber in a cylinder that features a piston connected to a drive shaft, wherein igniting the fuel rapidly expands the resultant gases to stroke the piston while correspondingly turning the drive shaft. Frequently, such engines operate on four strokes, namely: (1) an intake stroke wherein movement of the piston draws in fuel through an open fuel valve; (2) a compression stroke wherein movement of the piston compresses the fuel while the fuel valve is closed; (3) a power stroke wherein a spark is used to ignite the compressed fuel to cause rapid expansion of the resultant gasses and forced piston movement; and (4) an exhaust stroke wherein the piston is moved to evacuate the combustion chamber of combustion product gases through an open exhaust valve.
Modern internal combustion engines have, complicated valve systems, knows as valvetrains, for synchronizing the inflow of fuel and exhaust of product gases from the engine. For example, a Mercedes Benz® engine of circa 2004 featured a cylinder head with twenty-four valves operated via two camshafts and two timing chains. Modern valvetrains have not been entirely satisfactory for use in an internal combustion engine. One unsatisfactory aspect of modern valvetrains for internal combustion engines is that the, valvetrains involve many sensitive and synchronized moving parts so that part failure is likely and engine resistance is high (e.g., movement of camshafts and lifters for compressing valve springs has a high resistance). Part failure in the valvetrain can be problematic because failure of one part can result in the failure of another part. For instance, the valves of a valvetrain can be damaged as a result of a failed timing belt. High engine resistance is problematic too because power must be consumed to overcome said resistance so that power output is lost and engine temperatures increase. Other unsatisfactory aspects of modern valvetrains are that, in view of the need for accurately synchronized components, fabrication is expensive and even minor repairs are complicated.
In view of the foregoing, a need exists for simplified internal combustion engines, Specifically, a need exists for internal combustion engines without complicated valvetrains.
SUMMARY OF THE INVENTION An objective of this disclosure is to describe a gasoline or diesel powered internal combustion engine that does not use a valvetrain. In one embodiment, the disclosed interna combustion engine incorporates a revolving gateway in an engine's cylinder head that provides for the introduction of fuel into a combustion chamber as well as the expulsion of the exhaust gases from the same. In the preferred embodiment, the revolving gateway replaces the valvetrain of traditional internal combustion engines. Suitably, the revolving gateway is tubular, wherein the inside of the gateway chamber is divided into an exhaust duct and fuel duct by a divider. For more than a one cylinder engine, the divider is preferably spiraled. In one embodiment, the revolving gateway is driven by a timing belt and, as the gateway revolves, orifices are presented within the cylinder head for: injection of fuel from the fuel duct into the combustion chamber during an intake stroke; or expulsion of exhaust gases via the exhaust duct during an exhaust stroke. In one embodiment, an engine is made more fuel efficient via use of large orifices in the gateway for (1) the introduction of highly efficient fuel mixtures from the fuel duct; and (2) complete and less restricted exhaust via the exhaust duct. Suitably, large and unobstructed orifices in the fuel and exhaust ducts increase fuel and exhaust flows so that engine temperatures are reduced. Suitably, the revolving gateway can be made to function with any number of engine cylinders in either an, inline or V engine cylinder configuration.
BRIEF DESCRIPTION OF THE FIGURES The manner in which these objectives and other desirable characteristics can be obtained is explained in the following description and attached figures in which:
FIG. 1 is a perspective view of a one cylinder internal combustion engine 1000;
FIG. 2 is a partially exploded view of the internal combustion engine 1000 shown in FIG. 1;
FIG. 3 is a partially exploded view of the internal combustion engine 1000 shown in FIG.
FIG. 4 depicts a cross section of the internal combustion engine of FIG. 1;
FIG. 5A is a vertical cross section of a revolving gateway 1250;
FIG. 5B is a horizontal cross-section of the revolving gateway shown in FIG. 5A;
FIGS. 6A through 6F depict the orientation of the revolving gateway 1250 and the piston 1121 of an internal combustion engine 1000;
FIG. 7A through 7C are various views of the revolving gateway 1250 of the internal combustion engine 1000;
FIG. 8 is a horizontal cross section of the revolving gateway for illustrating a division between exhaust and fuel chambers;
FIG. 9 is an illustration of an intake stroke of the internal combustion engine 1000;
FIG. 10 is an illustration of an exhaust stroke of the internal combustion engine 1000;
FIG. 11 is an illustration of a compression or power stroke of the internal combustion engine 1000;
FIG. 12A through 12D illustrate various views of an intake manifold;
FIG. 13A through 13D illustrate various views of an exhaust manifold;
FIG. 14A through 140 illustrate various timing belt configurations;
FIG. 15A through 150 illustrate various views of a gateway gear;
FIG. 16A through 16F illustrate various views of rings for sealing gateway orifices;
FIG. 17A through 170 illustrate various views of the upper gateway housing;
FIG. 18A through 18C illustrate various views of the lower gateway housing;
FIG. 19 illustrates the various oil pathways in the cylinder head;
FIG. 20 is a perspective view of a four cylinder internal combustion engine;
FIG. 21A through 21H illustrate a revolving gateway for a four cylinder internal combustion engine;
FIG. FIG. 22 is a symbolic depiction of an engine stroke process;
FIG. 23 is a perspective view of an internal combustion engine without a cylinder head;
FIG. 24 is a front view of the engine of FIG. 23; and,
FIG. 25 is a cross-section of the engine of FIGS. 23 and 24.
It is to be noted, however, that the appended figures illustrate only typical embodiments of the disclosed apparatus and methods, and therefore, are not to be considered limiting of their scope, for the disclosed apparatus and methodologies may admit to other equally effective embodiments that will be appreciated by those reasonably skilled in the relevant arts. Also, figures are not necessarily made to scale.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In general, the disclosed apparatus is an internal combustion engine with a revolving gateway of fuel and exhaust ducts above the engine block. In operation, orifices in the fuel and exhaust ducts are interchangeably interfaced with an opening in a combustion chamber of the engine block during intake and exhaust strokes respectively of the combustion chamber's piston. The more specific aspects of the disclosed apparatus are described in further detail with reference to the attached drawings.
FIG. 1 is a perspective view of a preferred embodiment of a single cylinder, gas or diesel fueled, internal combustion engine 1000. As shown, the engine 1000 comprises: an engine block 1100; a cylinder head 1200 disposed on the engine block 1100; a spark plug 1300 disposed through the side of the cylinder head 1200; a fly wheel 1400; an air intake manifold 1500; and an exhaust manifold 1600.
FIGS. 2 and 3 illustrate partially exploded views of the disclosed engine 1000. Specifically, FIG. 2 shows an exploded view of the basic timing belt configuration while FIG. 3 shows an exploded view of the basic intake and exhaust manifold 1500, 1600 configurations. Referring first to FIG. 2, the engine block 1100 features crank shaft gear 1110 and a combustion chamber 1120 while the cylinder head 1200 features an upper gateway housing 1210, a lower gateway housing 1220, and a gateway gear 1240. Still referring to FIG. 2, the cylinder head 1200 may suitably be coupled to on top of the engine block 1100 via a plurality of bolts 1230 so that, as discussed later below, the timing belt 1700 may be provided to between the crank shaft gear 1110 and gateway gear 1240 whereby the firing of a piston (not shown) in the combustion of the chamber 1120 of the engine block 1100 turns the crank 1110 while the timing belt 1700 turns the gateway crank 1240 to accomplish turning of a gateway (not shown) of exhaust and fuel ducts (not shown) according to an engine stroke cycle. FIG. 3 shows that intake and exhaust manifolds 1500 and 1600 may be provided to the sides of the cylinder head 1200 so that the intake manifold 1500 is provided over the gateway crank 1240 and the exhaust manifold 1600 is provided over the gateway exhaust (not shown). Referring back to FIG. 1, a timing belt cover 1710 may suitably be coupled to the engine block 1100 over the timing belt 1700 and gear crank 1110.
FIG. 4 illustrates a cross section view of the single cylinder engine 1000. FIGS. 5A and 5B respectively illustrate vertical and horizontal cross sections of preferred embodiment of the gateway 1250. As shown, the figures illustrate (a) the positioning of a piston 1121 in the combustion chamber 1120 and a gateway 1250 in the cylinder head 1200 and (b) the alignment of an orifice of the gateway 1250 with an opening 1125 of the combustion chamber 1120. As presented in FIG. 4, the engine block 1100 features a combustion chamber 1120 with a piston 1121. Suitably, the piston 1121 may be coupled to a connecting rod 1122 for mechanically connecting the piston 1121 to a crank shaft 1123. In operation, a fuel may be ignited above the piston 1121 in the combustion chamber 1120 so that expanding gas from the combustion process may propel the piston 1121 so that the crank shaft 1123 may guide the stroke of the piston downward before redirecting the stroke upward. As depicted in FIGS. 5A and 58, the gateway 1250 may generally be tubiform and feature a fuel intake duct 1253 and an exhaust duct 1254 that are separated by a dividing wall 1255. Still referring to the figures, the gateway 1250 is open ended so that the fuel duct 1253 may have an inlet to the gateway 1250 while the exhaust duct 1254 may have an outlet from the gateway 1250. Preferably the fuel intake duct 1253 may feature an opening 1251 while the exhaust duct 1254 may feature an orifice 1252. Referring to FIGS. 4, 5A and 58, the downward stroke of the piston 1121 may drive the crank shaft 1123 that is coupled to the crank gear 1110 on the outside of the engine block 1100. Suitably, a timing belt 1700 may be provided to the crank gear 1110 and the gateway gear 1240 so that the turning of the crank shaft 1123 results in turning of the gateway 1250 whereby: (a) an orifice 1251 to a fuel duct 1253 (shown in FIGS. 5A and 5B) inside the gateway 1250 may be interfaced with the opening 1125 of the combustion chamber 1120 during an intake stroke of the piston 1121; or (b) an exhaust orifice 1252 of an exhaust duct 1254 (shown in FIGS. 5A and 5B) inside the gateway 1250 may be interface with the opening 1125 of the combustion chamber 1120 during an exhaust stroke of the piston 1121. This process of gateway 1250 orifice 1251, 1252 alignment with the opening 1125 of the combustion chamber 1120 is more completely illustrated by FIGS. 6A through 6F.
FIG. 6A through 6F respectively depict the configuration of the piston 1121 and gateway 1250 relative to the combustion chamber 1120 during a four stroke cycle of the engine 1000. The four strokes are intake, compression, power, and exhaust. FIG. 6A depicts the end of an exhaust stroke of the piston 1121. As shown, the gateway 1250 is in a top-dead-center (TDC) position wherein the piston 1121 is at the top of its stroke while the opening 1125 of the chamber 1120 is located in between the intake and exhaust openings 1251, 1252. FIG. 6B illustrates the middle of an intake stroke. As shown, the piston 1121 is moved downwardly to (a) create a vacuum and (b) turn the crank shaft 1123 so that, via the timing belt (not shown), the gateway 1250 turns to an interface between the intake orifice 1251 and the chamber 1120 opening 1125. When so positioned, fuel may be drawn into the chamber 1120 in view of the vacuum created during the downward stroke of the piston 1121. FIG. 6C is the end of the intake stroke and the start of the compression stroke wherein the combustion chamber 1120 features fuel while the gateway 1250 has turned according to the crank shaft 1123 so that the chamber is sealed. FIG. 6D is the end of the compression stroke and the beginning of the power stroke. FIGS. 6E and 6F depict the end of the power stroke and commencement of the exhaust stroke (which completes the four cycle sequence). As shown in FIGS. 6A through 6F, each stroke of the piston 1121 preferably results in rotation of the gateway 1250 by ninety degrees so that the orifices 1251, 1252 of the gateway 1250 may be placed ninety degrees relative to one another whereby the intake and exhaust stroke can be calibrated accordingly to coincide with alignments of the orifice 1251, 1252 and the opening 1125. The ninety degree orientation can be viewed with reference to FIG. 7A through 7C.
Suitably, the flow of fuel into the combustion chamber 1120 and the exhaust of combustion gasses out of the combustion chamber 1120 (not shown) can be viewed in FIG. 8. As depicted, air and fuel may be drawn into the fuel duct 1253 via the intake manifold 1500 (shown in FIG. 1) during an intake stroke. Also shown, exhaust may be pushed out of the exhaust duct 1254 during the exhaust stroke of the engine via the exhaust manifold 1600 (shown in FIG. 1).
FIGS. 9, 10 and 11 depict cross sections of the cylinder head 1200, intake manifold 1500 and exhaust manifold 1600. Taken together, the figures further illustrate the basic strokes of engine 1000 operation. FIG. 9 is an illustration of the intake stroke of an engine 1000. As shown in FIG. 9, the orifice 1251 in the fuel duct 1253 of the gateway 1250 is aligned with the opening 1125 of the combustion chamber 1120 while the piston 1121 is moving downward to create a vacuum. At the same time, the fuel injector 1510 in the air intake manifold sprays fuel into incoming air so that a fuel air mixture may be drawn through the orifice 1251 into the combustion chamber 1120. FIG. 10 is an illustration of the exhaust stroke of the engine 1000. As shown -in FIG. 10, the orifice 1252 in the exhaust duct 1254 of the gateway 1250 is aligned with the opening 1125 of the combustion chamber 1120 while the piston 1121 is moving upward to create a pressure so that combustion gasses may be evacuated through the orifice 1252 and exhaust duct 1254 into the exhaust manifold 1600. FIG. 11 is an illustration of the compression or power strokes of the engine 1000. As shown in FIG. 11, the alignment between the orifices 1251, 1252 of the fuel and exhaust ducts 1253, 1254 does not result so that fuel and air mixtures from the intake stroke may be compressed during the compression stroke and fired during the power stroke.
FIG. 12A through 12D illustrate various views of the intake manifold 1500. Specifically: 12A illustrates a front perspective of the manifold 1500; 12B illustrates a side profile view of the manifold 1500; 12C illustrates a rear perspective of the manifold 1500; and FIG, 12D illustrates a side cross-section of the manifold 1500 as coupled to the cylinder head 1200 while positioned over the timing belt 1700 and gateway crank gear 1240. As shown in the figures, a fuel injector 1510 is disposed through the manifold's 1500 side wall. In a preferred embodiment, the manifold 1500 may be secured to the cylinder head via bolts disposed through the manifold side walls. As depicted in FIG. 120, the intake manifold 1500 may be installed over the gateway crank gear 1240 and timing belt. However, in a preferred embodiment, the interface between the crank gear 1240 and the intake manifold 1500 is suitably air-tight so that air and fuel mixtures may be passed from the manifold 1500 to the gateway 1250 via the crank gear 1240 without loss. As shown in FIG. 12D, said air-tight interface is accomplished by the seal 1241 that is affixed to the perimeter of the crank, gear 1240 and rotatably interfaced with an inside wall of the intake manifold 1500.
FIG. 13A through 130 illustrate various views of the exhaust manifold 1600. Specifically: 13A illustrates a front perspective of the manifold 1600; 13B illustrates a side profile view of the manifold 1600; 13C illustrates a rear perspective of the manifold 1600; and FIG. 13D illustrates a side cross-section of the manifold 1600 as coupled to the cylinder head 1200. In a preferred embodiment, the manifold 1600 may be secured to the cylinder head via bolts disposed through the manifold 1600 side walls. As depicted in FIG. 13D, the manifold 1600 may be installed over the exhaust of the gateway 1250. However, in a preferred embodiment, the interface between the gateway 1250 exhaust and the manifold 1600 is suitably air-tight so that exhaust gasses from combustion may be passed from the gateway 1250 to the manifold 1500 without loss. As shown in FIG. 13D, said air-tight interface is accomplished by the seal 1610 that is affixed to the perimeter of the gateway 1250 and rotatably interfaced with an inside wall of the manifold 1600.
FIG. 14A through 14C illustrate various views of the timing, belt assembly of the disclosed engine 1000. As shown and alluded to above, the timing belt 1700 may be strung between the gateway crank gear 1240 and the crank shaft gear 1110. Also shown in the figures, the intake manifold 1500 may cover the upper portion of the timing belt 1700 while the cover 1710 may suitably cover the lower portion of the timing belt. In operation, the timing belt 1700 mechanically synchronizes the movement of the piston 1121 (not shown) with the turning of the gateway 1250 so that the four stroke engine cycle can be accomplished.
FIGS. 15A through 150 depict various views of the gateway drive gear 1240. Specifically, FIG. 15A is a front View, FIG, 15B is a side view, and FIG. 150 is a cross-section. As shown the drive gear 1240 is suitably tubiform and configured to couple to the gateway 1250 via bolts 1242. In operation, the drive gear 1240 transfers the movement of the timing belt 1700 (not shown) into rotational movement of the gateway 1250.
As alluded to above, the gateway 1250 rotates within the cylinder head 1200. To reduce the amount of friction between the gateway 1250 and the cylinder head 1200, oil or other lubrication may suitably be provided along interfacing surfaces of said components. However, it is preferable that said lubrication is isolated from access to the orifices 1251/1252 of the gateway 1250. Accordingly, means are provided around said orifices 1251/1252 to restrict access of lubricant. In one embodiment said means are rings 1256 provided around the orifices 1251/1252. FIGS. 16A through 16E illustrate said rings 1256. FIG. 16A illustrates a top view of a gateway 1250 orifice 1251/1252. FIGS. 16B and 16C illustrate cross-sections (along line A and line B respectively) of the oil ring 1256 as installed around the orifices 1251, 1252 of the gateway 1250. As shown, an oil ring 1256 may suitably be provided around the orifice 1251/1252 into a rigid trench 1257. Suitably, the trench 1257 has (a) an additional corrugated spring ring to maintain constant pressure on the oil ring so that it may perform its designated function and (b) teeth for better gripping of the ring 1256. FIGS. 16D and 16E are top views of a ring 1256 and a trench 1257 respectively. FIG. 16F illustrates placement of the rings 1256 in the trench 1257. Referring to FIG. 18B, the rings are also installed into the cylinder openining 1125 to prevent oil passage into the combustion chamer and also to prevent compression from escaping into the gateway housing.
As alluded to above, the cylinder head 1200 is composed of an upper and lower gateway housing 1210, 1220. FIG. 17A through 17C respectively illustrate side, top and bottom views of the upper gateway housing 1210. FIGS. 18A through 18C illustrate side, top and bottom views of the lower gateway housing 1220. Referring first to FIGS. 17A through 17C, the upper gateway housing 1210 features bolt holes 1211 on its side for coupling of the manifolds 1500,1600 to the cylinder head 1200. The upper gateway housing 1210 further features bolt holes 1212 for coupling the upper and lower housings together and to the engine block 1100 (not shown). In a preferred embodiment, the upper housing features lubrication passages 1213 for, as discussed below in connection with FIG. 19, providing lubrication to between the cylinder head 1200 and the revolving gateway 1250 (not shown). Referring now to FIGS. 18A through 18C, the lower gateway housing 1220 features bolt holes 1221 on its side for coupling of the manifolds 1500,1600 to the cylinder head 1200. The lower gateway housing 1220 further features bolt holes 1222 for coupling the upper and lower housings together and to the engine block 1100 (not shown). In a preferred embodiment, the lower housing 1220 features lubrication passages 1223 for, as discussed below in connection with FIG. 19, providing lubrication to between the cylinder head 1200 and the revolving gateway 1250 (not shown). As shown, lubricant (oil) is returned to a lubricant reservior via furlow passages 1224 and lubricant drains 1225 Suitably, coolant may be provided to the cylinder head 1200 via coolant ports 1226. As shown, a spark plug 1300 may be disposed through the lower housing 1220.
FIG. 19 showns a cross section of the cylinder head 1200 to reveal the oil gallery. As shown, the lubrication (e.g., oil) passages 1213, 1223 in the upper and lower housings 1210,1220 align so that lubrication may be pumped from the engine block 1100 through the lubrication passages in the upper and lower housings. Suitably, as the lubrication is used, the same may be collected in lubrication furlows 1224 so that the oil may drain back into the oil reservior (oil pan) in the engine block 1100. Suitably, the lubrication may reduce the friction between the revolving gateway 1250 (not shown) and the cylinder head 1200.
FIG. 20 is a perspective view of a preferred embodiment of a four-cylinder, gas or diesel fueled, internal combustion engine 2000. As shown, the engine 2000 comprises: an engine block 2100; a cylinder head 2200 disposed on the engine block 2100; a spark plug 2300 disposed through the side of the cylinder head 2200; a fly wheel 2400; an air intake manifold 2500; and an exhaust manifold 2600. Each cylinder functions substantially as the engine 1000 disclosed in the earlier figures. However, a single revolving gateway 2250 (not shown) is provided for providing fuel and exhausting combustion gasses from each cylinder in the engine block.
FIGS. 21A through 21 H depict various views of the revolving gateway 2250 of the engine 2000. Specifically, FIGS. 21A and 21B are perspective views of the gateway 2250, FIG. 21C is a front view of the gateway, FIG. 21D is a top view of the gateway, FIG. 21E is a cross section of the gateway which reveals the spiraling separator 2259 for dividing the gateway into intake and exhaust ducts 2253, 2254, FIG. 21F is a perspective view of the separator 2159, FIG. 21G is a side view of the separator 2259 and FIG. 21H is an unrolled view of the gateway 2250. Referring collectively to the figures, the gateway 2250 is tubiform and features a separator 2259 that divides the gateway 2250 into an intake duct 2253 and an exhaust duct 2254, As shown, the intake duct features four orifices 2251 for inletting fuel to the combustion chamber 2120 (not shown) of the engine 2000 (not shown) in the same manner discussed above in connection with the gateway 1250 and combustion chamber 1120 of the single cylinder engine. Referring to FIG. 21H, the each intake or exhaust orifice 2251, 2252 pair are aligned on opposite sides of the separator with an opening 2125 (not shown) of each combustion chamber 2120 (not shown) of the engine 2000 and circumferily located at ninety degree increments around the gateway 2250. To accomplish said configuration of the orifices 2151, 2152 while maintaining a single intake duct 2553 and a single exhaust duct, the separator 2159 is preferably provided to within the duct in, a spiral (see FIGS. 21F, 21G, and 21H). As alluded to above, said configuration of the orifices 2151, 2152 allows for each cylinder to be in a different stroke of the four-stroke power cycle. It should be noted that the gateway separator 2259 is a secured, close tolerance pressed fit into the tubiform gateway 2250.
FIG. 22 is a diagram of the four stroke engine process of a four cylinder engine 2000. As shown, the figure is divided into columns A through E and rows 1 through 4. Column A shows the relationship between the crankshaft gear 2110 and the gateway crank gear 2240. Column A further shows the gears 2110, 2140 mechanically coupled via the timing belt 1700 so that both gears turn simultaneously. As depicted, the gateway gear 2240 revolves one-quarter turn clockwise for every one-half clockwise-revolution of the crankshaft 2110. Columns B through E depict the position of the orifices 2251, 2252 as the gateway 2250 turns clockwise to the same degree as the crank gear 2240. Each row (1 through 4) represents one quarter turn of the gateway 2250 while the orifices 2251, 2252 are suitably positioned over each individual piston 2121 (signified by columns B through E) in the engine block 2100. Although each row/column indicates the beginning of a particular stroke in the engine cycle, an arrow has been provided to indicate the direction the piston 2121 will travel during the stroke. The cylinder in column B row 1 is in the power stroke (e.g., firing) and now orifices are presented to the piston 2121. The cylinder in column C row 1 is in an exhaust stroke and orifice 2252 is presented to the piston 2121. The cylinder in D row 1 is in a compression stroke and no orifices are presented to the piston 2121. The cylinder in column E row 1 is in an intake stroke and the orifice 2151 is presented to the piston for injection of fuel into the combustion chamber. The cylinder in column B row 2, after a one quarter turn of the gateway 2250 from its position of row 1, is in an an exhaust stroke. The cylinder in column C row 2 is in an intake stroke. The cylinder in column D row 2 is in a compression stroke. The cylinder in column E row 2 is in a compression stroke. The cylinder in column B row 3, after a one quarter turn of the gateway 2250 form its position of row 2, is in an intake stroke. The cylinder in column C row 3 is in a compression stroke. The cylinder in column D row 3 is in an exhaust stroke. The cylinder in column E row 3 is in a power stroke. Finally, the cylinder in column B row 4, after a one quarter turn of the gateway 2250 from its position of row 3, is in a compression stroke. The cylinder of column C row 4 is in a power stroke. The cylinder of column D row 4 is in an intake stroke. The cylinder of column E row 4 is in an exhaust stroke. The cycle then repeats row 1. FIGS. 23 through 25 depict various views of an alternate embodiment of the one cylinder gas or deisel powered engine of the earlier figures. FIG. 23 is a perspective view, FIG. 24 is a front view, and FIG. 25 is a cross section. As shown, the engine does not feature a cylinder head. Instead, the lower gateway housing is built into the engine block so that the gateway may be positioned directly above the combustion chamber. The upper housing or a cap is provided for securing the gateway over the combustion chamber of the engine block (see, e.g., FIG. 25). When so configured, the engine does not need cooling fluid in the upper housing or cap. Oil can be provided for lubricating the gateway as disclosed above.
The disclosed apparatus may be constructed of any suitable materials and methodologies known for internal combustion engines. It should be noted that FIGS. 1 through 25 and the associated description are of illustrative importance only. in other words, the depiction and descriptions of the present disclosure should not be construed as limiting of the subject matter in this application. For example, the disclosed engine may readily be converted in to a V configuration. Additional modifications may become apparent to one skilled in the art after reading this disclosure.
