RU2825688C2 - Four-stroke cylinder of relative motion with special compression chamber - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention can be used in cylinders. Mechanical cylinder system comprises cylinder (104) including inner chamber (208) occupying structure (202) and crankshaft piston (204). Inner chamber (208) of cylinder is changed by occupying structure (202) having compression chamber. Occupying structure (202) of the cylinder is made in the form of a cylindrical structure with a cavity as a floating piston. Occupying structure (202) provides a surface for interaction with compression chamber (704). Occupying structure (202) in its cavity contains primary combustion chamber (804) during early stage of working stroke. Occupying structure (202) has an edge that separates the primary and secondary combustion chambers. Combustion pressure applied to crankshaft piston (204) is applied to the smaller surface area of crankshaft piston (204) during the early part of the expansion stroke. Combustion pressure is applied to a larger surface area of piston (204) of the crankshaft during the later part of the expansion stroke. Combustion pressure applied to occupying structure (202) applies a resultant force to occupying structure (202) in the direction of piston (204) of the crankshaft during the early part of the expansion stroke and in the opposite direction during the later part of the expansion stroke. Surfaces of occupying structure (202) and piston (204) of crankshaft are made so that during expansion stroke there is disengagement between occupying structure (202) and piston (204) of crankshaft. Movement of occupying structure (202) during the early part of the expansion stroke creates a suction force of the compressible fluid medium into compression chamber (704). Disclosed is a method of introducing an occupying structure into a cylinder system, a mechanical cylinder and a mechanical engine system.

EFFECT: providing higher torque.

18 cl, 17 dwg

Description

Cross-reference to related applications

[0001] This application claims priority to U.S. Patent Application No. 16/998,771, filed August 20, 2020, and PCT Application No. PCT/US2019/068510, filed December 25, 2019.

Field of technology

[0002] The present invention relates generally to mechanical devices used to perform work, and more particularly to hydraulic cylinders and combustion cylinders.

[0003] Definitions of some components and operations in a reciprocating cylinder:

1. Reciprocating motion of the crankshaft piston: The crankshaft performs a reciprocating motion between the point of maximum expansion at the bottom of the cylinder, known as bottom dead center (BDC), and the point of maximum retraction, known as top dead center (TDC).

2. Working volume: it is the surface area of the crankshaft multiplied by the stroke distance between BDC and TDC.

3. Combustion chamber volume: This is the space between TDC and the cylinder head in which the fluid is compressed in a traditional cylinder in preparation for combustion.

4. Displacement Volume: This is the volume of air-fuel mixture that must be displaced after each reciprocating cycle, which in a traditional cylinder is equal to the sum of the combustion chamber volume and the working volume. Simply placing the occupying structure within the combustion chamber volume can change the combustion chamber volume and the compression ratio, but can never make the displacement volume different from the sum of the combustion chamber volume and the working volume.

5. Pascal's position-dependent law is used to calculate the forces transmitted by the displaced fluid to the crankshaft surface during the power stroke, where the ratio of the output force to the stroke distance represents the output mechanical work, which is equal to the input mechanical work or equivalent heat input.

6. Pascal's time-dependent law is a new mathematical method introduced in the disclosed system that describes how competition with the combustible fluid for the space behind the crankshaft piston surface can make the displaced volume less than the sum of the combustion chamber volume and the working volume and, as a result, save the necessary mechanical input or heat required to displace the fluid after each stroke.

7. Fluid inlet of the cylinder: This is a fluid pipe and a fluid inlet valve. In a conventional cylinder, the fluid inlet may, for example, provide a variable amount of air between one reciprocating stroke and another, but such variability in a conventional cylinder may affect the compression ratio during pre-combustion. In a conventional cylinder, a second fluid inlet cannot be installed or used that could change the fluid volume or pressure during the power stroke of the cylinder, but it will be included in this application.

8. The second air inlet is a term used in this application to refer to a fluid introduced into a compression or combustion chamber during a power stroke to increase the combustion driving force or hydraulic driving force. While the first fluid inlet is responsible for introducing fluid into the cylinder on each cylinder stroke, the second inlet may introduce fluid selectively during the power stroke in response to increasing counter forces and increasing driving load.

9. The four-stroke conventional engine involves performing air intake, air compression, combustion and exhaust in two cycles of reciprocating motion. The four strokes can be minimized to two conventional strokes by combining intake, exhaust and compression in one motion within the same inner chamber of the cylinder to perform a power stroke in each stroke in a two-stroke cylinder. In a conventional cylinder, there is no provision for using a compression chamber, which can help maintain intake and compression separately from combustion and exhaust, and perform a power stroke in each stroke. This method in the disclosed system can be called a four-stroke relative motion cylinder.

10. Compression chamber is a term used in this application to refer to the space in which four strokes are performed in one reciprocating cycle.

11. Generally, the occupying structure refers to an input element that is placed inside the cylinder to affect the compression ratio during pre-combustion or the volume of the combustion chamber. In this application, the occupying structure is used to provide acceleration in the cylinder chamber during combustion or hydraulic forces towards the crankshaft during the power stroke to compete with the combustible fluid for space in order to minimize the displaced volume and increase the internal pressure in the cylinder.

12. The force control mechanism in this application refers to a mechanical unit designed to increase or decrease the driving force of the crankshaft during the power stroke.

13. Decompression of the fluid in a traditional cylinder occurs during the power stroke, when the pressure of the fluid decreases towards the end of the power stroke. If the movement of the crankshaft piston is more than 15 meters per second, then the inner surface of the crankshaft piston suffers from this, which is called the fading zone, which is undesirable due to its association with incomplete combustion. In this application, we will introduce decompression of the fluid in the compression chambers, starting from the beginning of the power stroke, and also another decompression of the fluid by opening the inlet for the fluid, to allow the movement of compressed air into and towards the combustion chamber during the later part of the power stroke in order to remove the spent fluid from the primary combustion chamber, as well as to provide cooling effects of the occupying structure without reducing the quality of combustion. For example, if the exhaust fluid has an atmospheric compression ratio of 2:1 in the cylinder near the end of the power stroke and if the non-fuel mixed supercharged fluid introduced into the cylinder has a compression ratio of 10:1, the exhaust fluid will exit and compressed fresh air will be decompressed and passed into the cylinder to provide cooling effects for the interior of the cylinder and to provide partially compressed fresh air available for full compression on the next piston retraction.

[0004] A wide variety of devices employ cylinders to perform mechanical functions and provide useful work. A typical internal combustion engine (ICE), for example, employs a series of cylinders in which a fuel-air mixture is compressed and burned to provide work that is imparted to a corresponding reciprocating piston. Each piston may be connected to a crankshaft by which the forces imparted to the pistons may be transmitted through various intermediate devices to the wheels of a vehicle to thereby provide motion to the vehicle. The pistons may be connected to drive a turbine, a pump, or an electric generator.

[0005] When designed for use in an internal combustion engine, hydraulic system, or other applications, a typical cylinder produces mechanical work at the output that is proportional to its swept volume (e.g., the volume through which the piston surface passes), which is the product of the piston surface and the stroke distance (e.g., the axial distance through which the piston surface passes). Therefore, past systems (e.g., gasoline and diesel internal combustion engines) have moved to larger swept volumes and/or distances to increase the output of the cylinder. Increasing the swept volume and/or distance can result in an increase in the cylinder size and, therefore, the weight of the engine, while reducing the overall efficiency of the engine and vehicle that use such larger cylinders. In all traditional cylinders, the swept volume plus the combustion chamber volume equals the displacement volume, which represents how much of the injected fluid is required to be used on each stroke. A solution to make the displacement volume less than the sum of the combustion chamber volume and the working volume, or even less than the working volume, would give improved engine performance proportional to the percentage reduction in such displacement volume.

[0006] Other approaches to improving engine efficiency may include the use of a regeneration system. Hydraulic cylinders, for example, may be connected to a hydraulic or turbocharger or to an electrical regeneration system, but such regeneration systems often exhibit limited degrees of efficiency (e.g., 20-30%), particularly when they operate at a high initial pressure of approximately 1000 psi to increase the compression ratio. When regenerating a turbocharger, the system is designed to participate in the driving forces of the cylinder at a lower compression ratio, and the regeneration result can be improved. As an example, the disclosed system provides a regeneration potential of 80%.

[0007] Direct injection has been implemented in four-stroke engines to meet environmental concerns. Two-stroke engines, in which it is desirable to use each stroke as a power stroke, are completely banned in some areas because they tend to emit excessive amounts of incompletely burned exhaust gas. A solution to implement a four-stroke working model (intake, compression, combustion, emission) in a single reciprocating cycle, in which each stroke is a power stroke, without sacrificing emission quality, would provide the advantages of both two- and four-stroke engines.

[0008] In view of the above, there is a need for a mechanism that satisfies the environmental requirements of an internal combustion engine by optimizing cylinder forces and internal pressure, while minimizing the emission of unburned fluids and mixed fluid with fuel, while still achieving excellent power output.

Disclosure of the essence of the invention

[0009] This disclosure is presented to illustrate a selection of concepts in a simplified form that are described further in the detailed description. This disclosure is not intended to identify key features of the essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Furthermore, the claimed subject matter is not limited to embodiments that solve some or all of the disadvantages mentioned in any portion of this disclosure.

[0010] According to embodiments of the present invention, in its most simplified form, an engine block is disclosed that includes one or a plurality of cylinders, wherein the cylinder system comprises a mechanical cylinder that includes an internal chamber into which a fluid medium is introduced, and a crankshaft piston that is configured to perform reciprocating motion in the internal chamber; and a cylinder occupying structure including a floating piston, wherein the occupying structure is alternately advanced into and retracted from the inner chamber of the cylinder in accordance with the reciprocating movement of the crankshaft piston, and wherein the occupying structure comprises or surrounds a combustion chamber in the volume region between the crankshaft piston and the upper part of the cylinder, wherein the occupying structure has an edge facing in the direction of the engine head, wherein in such edge the occupying structure creates a primary and secondary combustion chamber, and wherein the occupying structure and the crankshaft piston are in a plug-and-socket engagement.

[0011] In another aspect of the present invention, an engine block is disclosed, including one or a plurality of cylinders, wherein the cylinder system comprises a mechanical cylinder, including an internal chamber, into which a fluid is introduced, and a crankshaft piston, configured to implement a reciprocating motion in the internal chamber; and an occupying structure of the cylinder, including a floating piston, wherein the occupying structure is alternately advanced into and retracted from the internal chamber of the cylinder in accordance with the reciprocating motion of the crankshaft piston, and wherein the occupying structure comprises or surrounds the combustion chamber in the volume region between the crankshaft piston and the upper part of the cylinder. The cylinder system includes a first and a second fluid inlet for each cylinder, wherein the fluid inlet comprises a fluid pipe and a valve.

[0012] In another aspect, a cylinder system in an engine block may comprise a set of conventional cylinders in addition to a set of cylinders equipped with floating pistons, or it may comprise cylinders of the same type equipped with floating pistons.

[0013] In another aspect, the floating piston progressively displaces a portion of the internal chamber in the cylinder such that the actual displaced volume becomes less than the sum of the working volume and the combustion chamber volume.

[0014] In another aspect, the floating piston reduces fluid intake by reducing the displaced volume.

[0015] In another aspect, the floating piston is accelerated after the crankshaft piston in the same direction under the action of combustion forces.

[0016] In another aspect, the engine comprises a cylinder force control mechanism configured to control a cylinder occupant structure by means of an electromagnetic activator, a turbocharger pump mechanism, or a supercharged pump mechanism.

[0017] In another aspect, the floating piston may be a fixed structure having a specific intended application, or it may function as a second floating piston that, through a mechanical connection, magnetic control, or hydraulic communication, can add additional force to selectively, dynamically, and controllably increase and/or decrease the internal pressure in the cylinder during the expansion or compression strokes, respectively, depending on the requirements of a specific application of the system.

[0018] In another aspect, the force control mechanism responds to the position of the throttle valve.

[0019] In another aspect, activation of the electromagnetic actuator at each mechanical cycle is substantially initiated by mechanical or magnetic sensors that monitor and respond to the position of the throttle pedal.

[0020] In another aspect, the initiation of a flow of fluid for boosting or turbocharging through a second fluid inlet into the cylinder is initiated by mechanical or magnetic sensors that monitor the engine drive load and the positive and negative drive force of the crankshaft pistons.

[0021] In another aspect, sensors in the control mechanisms respond to the position of the crankshaft or crankshaft connecting rod and to the position of the floating piston.

[0022] In another aspect, sensors in the control mechanism respond to the magnitude of engine load or crankshaft force resistance.

[0023] In another aspect, the control mechanism sensors respond to engine speed.

[0024] In another aspect, the control mechanism sensors respond to engine temperature.

[0025] In another aspect, the electromagnetic actuator in the control mechanism uses three electromagnetic poles for alternation, rather than two. When two electromagnetic poles alternate their polarity, electrons pass from one side to the other at each alternation cycle. The use of three poles can provide alternating attractive and repulsive forces without the need for alternating electron positions, and such an arrangement can not only provide a higher frequency of cyclic movement, but also a higher output power.

[0026] In another aspect, a magnetic field interacts with a permanent magnet in the floating piston to variably remove the floating piston from the inner chamber of the cylinder during the expansion stroke.

[0027] In another aspect, the force control mechanism is a turbocharging or supercharging mechanism in which the pressurized fluid is directed to fill the space between the floating piston and the cylinder head during the power stroke to increase the pressure of the fluid between the floating piston and the cylinder head, and, as a result, increase the acceleration of the floating piston, as well as indirectly increase the combustion pressure and the force acting on the piston of the crankshaft.

[0028] In another aspect, the pumped fluid path may include a second fluid inlet in addition to the first inlet, wherein the first inlet is used to continuously introduce fluid to the engine on each stroke, and the second inlet is used to variablely introduce fluid to the engine under the control of the force control mechanism and in response to load and speed requirements.

[0029] In another aspect, the cylinder is a hydraulic cylinder and the fluid is a hydraulic fluid initially injected into a space surrounded by the crankshaft piston and the floating piston (occupying structure).

[0030] In another aspect, the cylinder is a combustion cylinder and the fluid is a combustible fluid.

[0031] In another aspect, the floating piston performs a movement at substantially the same speed as the crankshaft piston and in the same or opposite direction relative to the position of the crankshaft piston during the expansion stroke, and in the same direction as the movement of the crankshaft piston during the compression stroke.

[0032] In another aspect, the floating piston advances into the inner chamber of the cylinder during the expansion stroke of the cylinder, and wherein the floating piston is completely retracted from the inner chamber of the cylinder during the compression stroke of the cylinder; and wherein the floating piston is further advanced and retracted from a certain position during the expansion stroke.

[0033] In another aspect, the combustion chamber is partially included or surrounded by a floating piston housing, wherein the effective diameter of the combustion chamber is less than the diameter of the cylinder.

[0034] In another aspect, the engagement surface of the crankshaft working piston and the floating piston is partially or completely cone-shaped.

[0035] In another aspect, the floating piston is a second piston that can change the direction of its acceleration during the expansion stroke.

[0036] In another aspect, a floating piston having an edge marking two separate cavities with an intermediate element for plug-and-socket engagement with a piston of a crankshaft is used in a four-stroke cylinder, wherein the four strokes are completed in two cycles of reciprocating motion, and wherein the compression of a fluid is performed by means of conventional four-stroke movements, wherein the same chamber within the cylinder is provided for compression and combustion.

[0037] As another example, a method is disclosed for performing two engine strokes in one combustion in a cylinder by initiating compression in a compression chamber, including a power stroke of expansion and a suction stroke, to provide four-stroke functions of a four-stroke engine, including air intake, air compression, power stroke and exhaust strokes.

[0038] As another example, a method is disclosed for increasing the acceleration of an engine by increasing the internal pressure of a cylinder by delivering compressed fluid into a chamber behind a floating piston during the power stroke.

[0039] As another example, a method is disclosed for slowing an engine by moving a floating piston in the opposite direction relative to the crankshaft, causing a decrease in internal cylinder pressure and a decrease in crankshaft power, without the need for early emission of unburned exhaust.

[0040] In another aspect, the cylinder occupying structure is further advanced and retracted by means of an electromagnetic activator, a supercharged hydraulic press, or a turbocharger.

[0041] In another example, a method is disclosed for a hybrid electromagnetic gasoline cylinder actuator or a hybrid hydraulic gasoline cylinder actuator in which a second piston transmits secondary pressure forces to a coupled piston of a crankshaft.

[0042] In another example, a method is disclosed for increasing the output energy of a second piston associated with an electromagnet by assigning such electromagnet a single repulsion or attraction task, and in which such electromagnet uses three magnetic poles instead of two.

[0043] In another aspect, the cylinder is a combustion cylinder, the method further comprising injecting combustible fuel into the designated combustion chamber.

[0044] In another aspect, the cylinder is a hydraulic cylinder, the method further comprising compressing the fluid during the compression stroke.

[0045] In another example, a cylinder system is disclosed, comprising: a mechanical cylinder, including an internal chamber, into which a fluid medium is introduced, and a crankshaft piston, configured to implement a reciprocating motion in the internal chamber, occupying a cylinder structure, including a floating piston as a second piston, wherein the floating piston is alternately advanced as a second piston in a first direction during an expansion stroke of the cylinder and is retracted in a second direction, which is substantially opposite to the first direction, during a compression stroke, wherein the insertion rod partially surrounds the combustion chamber, wherein the occupying cylinder structure is initially moved by combustion forces a certain distance, after which it is further advanced or retracted by means of an electromagnetic or hydraulic activator.

[0046] As another example, a mechanical cylinder system is disclosed comprising: a cylinder including an inner chamber, an occupying structure and a piston of a crankshaft, wherein the inner chamber of the cylinder is modified by the occupying structure such that combustion pressure applied to the piston of the crankshaft is applied to a smaller surface area of the piston of the crankshaft during an early portion of the expansion stroke and to a larger surface area of the piston of the crankshaft during a late portion of the expansion stroke.

[0047] In another example, a cylinder system is disclosed, comprising: a mechanical cylinder, including an internal chamber, into which a fluid medium is introduced, and a crankshaft piston, configured to implement a reciprocating motion in the internal chamber, occupying a cylinder structure, including a cylindrical structure with a cavity as a floating piston, wherein the floating piston is alternately advanced as a second piston in a first direction during the expansion stroke of the cylinder and is retracted in a second direction, which is substantially opposite to the first direction, during the compression stroke, wherein the floating piston partially surrounds a combustion chamber between the crankshaft piston and the cylinder head, wherein the occupying cylinder structure is initially moved by combustion forces a certain distance, after which it is further advanced or retracted by means of an electromagnetic or hydraulic activator.

[0048] In another aspect, the system is configured such that combustion occurs within a cavity in the occupying structure to apply combustion pressure to both the occupying structure and the crankshaft piston.

[0049] In another aspect, the occupying structure is a structure that is movable relative to the cylinder, and wherein the movement of the occupying structure is controlled by one or more forces applied by a force applying mechanism.

[0050] In another aspect, the force application mechanism is responsive to the position of the throttle valve via throttle position sensors such that one or more forces applied to the occupying structure depend on the position of the throttle valve.

[0051] In another aspect, the force applying mechanism is configured to apply a retraction force to the occupying structure during the expansion stroke.

[0052] In another aspect, the force applying mechanism is configured to apply a forward force to the occupying structure during the expansion stroke.

[0053] In another aspect, the system is configured to partially perform the function of the compression stroke during the expansion stroke by pumping fresh air behind the occupying structure via a force application mechanism or a fluid suction stroke due to natural filling of the engine through a first fluid inlet.

[0054] In another aspect, the system is configured to implement decompression of the fluid in advance during the expansion stroke and within the expanded chamber behind the occupying structure, wherein such decompression is applied to the fluid that was compressed during the previous reciprocating cycle and remained outside the combustion chamber.

[0055] In another aspect, the system is configured to implement decompression of the fluid to provide cooling effects by allowing compressed fluid in the compression chamber to move at a later portion of the power stroke from a compression chamber located between the occupying structure and the cylinder head into a cavity in the occupying structure.

[0056] In another aspect, the system is configured to provide compressed, fresh air, or fluid into the cavity in the occupying structure to purge it of spent fluid during a later portion of the expansion stroke.

[0057] In another aspect, the system is configured to allow turbocharged compressed air or compressed supercharged air to enter the cylinder interior chamber through the second fluid inlet during the expansion stroke.

[0058] In another aspect, the system is configured to provide disengagement of the occupying structure and the crankshaft piston during the power stroke by designing the surface areas of the occupying structure in such a way that combustion forces provide such disengagement during the power stroke within a range of the permissible minimum and permissible maximum initial compression ratios.

[0059] In another aspect, the system is configured to provide an outlet for spent fluid from the inner chamber of the cylinder during the early portion of the retraction stroke and before disengagement of the occupying structure and the crankshaft piston.

[0060] In another aspect, the system is configured to implement compression of the fluid later during the retraction stroke between the time of engagement of the crankshaft with the occupying structure and the time of full retraction, wherein at this time the inlet valve is open between the cavity in the occupying structure and the compression chamber.

[0061] In another aspect, the system is configured to implement the functions of intake, compression, expansion and emission in two strokes during one combustion.

[0062] In another aspect, the force application mechanism includes an electromagnetic activator.

[0063] In another aspect, the force application mechanism includes a hydraulic system.

[0064] In another aspect, the force application mechanism includes a forced induction system.

[0065] In another aspect, the system is configured to deliver fluid to the intake side of the occupying structure to increase cylinder pressure and accelerate the engine.

[0066] In another aspect, the system is configured to provide deceleration of the engine by applying a retracting force to the occupying structure magnetically or by discharging fluid through a second fluid inlet.

[0067] In another aspect, the system is configured to provide acceleration of the engine by applying a driving force to the occupying structure.

[0068] In another aspect, the system is configured to capture flammable fluids during the initial motion of the occupying structure and absorb a portion of the engine vibration forces with forces directed toward the crankshaft piston.

[0069] In another aspect, the occupying structure changes direction during the expansion stroke.

[0070] As another example, a mechanical cylinder system is disclosed comprising a set of cylinders: each cylinder includes an inner chamber; an occupying structure; and a crankshaft piston; wherein the inner cylinder chamber is modified by an occupying structure having a compression chamber and a special combustion chamber; wherein the occupying structure provides an engagement surface with the compression chamber, and wherein the occupying structure in its cavity and in a direction away from the side wall of the cylinder contains a primary combustion chamber during an early stage of the power stroke, and wherein the occupying structure has an edge that separates the primary and secondary combustion chambers, and wherein the combustion pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during the early portion of the expansion stroke and to a larger surface area of the crankshaft piston during the late portion of the expansion stroke, and wherein the combustion pressure applied to the occupying structure applies a resultant force to the occupying structure in the direction of the crankshaft piston during the early portion of the expansion stroke and in the opposite direction, which may be called the camshaft side direction, during the late portion of the expansion stroke, and wherein the surfaces of the occupying structure and the crankshaft piston are formed in such a way that disengagement occurs between the occupying structure and the crankshaft piston during the expansion stroke; and wherein the movement of the occupying structure during the early part of the expansion stroke creates a suction force for the compressed fluid into the compression chamber.

[0071] In another aspect, the system is designed such that combustion occurs within a cavity in the occupying structure, the diameter of which is less than the inner diameter of the cylinder.

[0072] In another aspect, the acceleration time interval is reduced such that the power output of the stroke can be accomplished using less fuel requirement.

[0073] In another aspect, the cavity in the occupying structure has an edge facing in the direction of the camshaft and the cylinder head.

[0074] In another aspect, the edge of the occupying structure causes turbulent movement of the combustible fluid for more complete combustion.

[0075] In another aspect, a pressurized edge in a cavity in the occupying structure causes the occupying structure to advance forward in the cylinder by interacting with the combustible fluid in the space and causing a lower requirement for the fluid to be withdrawn.

[0076] In another aspect, the engagement of the occupying structure and the crankshaft piston is a cone-shaped engagement.

[0077] In another aspect, the advancement of the occupying structure under the action of combustion forces creates suction forces for the compressible fluid.

[0078] In another aspect, the surfaces of the occupying structure and the crankshaft piston balance the combustion forces such that disengagement occurs without mechanical interference during the power stroke.

[0079] In another aspect, the occupying structure is responsive to a force application mechanism.

[0080] In another aspect, the force application mechanism is responsive to the position of the throttle valve via throttle position sensors such that one or more forces applied to the occupying structure depend on the position of the throttle valve.

[0081] In another aspect, the force applying mechanism is configured to apply a retraction force to the occupying structure during the expansion stroke.

[0082] In another aspect, the force applying mechanism is configured to apply a forward force to the occupying structure during the expansion stroke.

[0083] In another aspect, any turbocharger forces used to enhance fluid compression during the early portion of the power stroke are part of a force application mechanism.

[0084] In another aspect, the force application mechanism includes an electromagnetic activator.

[0085] In another aspect, the force application mechanism includes a magnetic induction system.

[0086] In another aspect, the force application mechanism includes a hydraulic system.

[0087] In another aspect, the system is configured to provide engine deceleration by applying a retractive force to the occupying structure.

[0088] In another aspect, the system is configured to provide acceleration of the engine by applying a driving force to the occupying structure.

[0089] In another aspect, cooling of the cylinder is provided by a cooling jacket.

[0090] In another aspect, cylinder cooling is provided by decompressing fluid within the cylinder during the late portion of the power stroke.

[0091] In another aspect, the advancement of the occupying structure provides for decompression of a portion of the compressed fluid remaining outside the combustion chamber, providing a cooling effect for the cylinder head during the early portion of the power stroke.

[0092] In another aspect, advancing the occupying structure by capturing the combustible fluid minimizes vibration caused by the initial combustion forces.

[0093] In another aspect, four independent strokes are performed in two separate compression and combustion chambers.

[0094] In another aspect, four strokes are performed together with each reciprocating cycle of the crankshaft piston.

[0095] In another aspect, the friction between the crankshaft piston and the cylinder decreases as a function of time, with each cycle of reciprocating motion in the four-stroke relative motion cylinder performing a power stroke.

[0096] In another aspect, the occupying structure is a part that is movable relative to the cylinder.

[0097] In addition, a method for introducing a occupying structure into a cylinder system is disclosed,

[0098] wherein the system includes a cylinder including an internal chamber and a crankshaft piston,

[0099] the method includes modifying the internal chamber of the cylinder with an occupying structure such that the pressure applied to the piston of the crankshaft is applied to a smaller surface area of the piston of the crankshaft during the early portion of the expansion stroke and to a larger surface area of the piston of the crankshaft during the late portion of the expansion stroke;

[00100] and performing an action of increasing pressure in the cavity in the occupying structure for applying pressure to the occupying structure and the piston of the crankshaft such that the occupying structure is accelerated in the direction of the crankshaft during an early stage of the power stroke and in the opposite direction during a late stage of the power stroke due to a change in the direction of the resultant force applied to the surfaces of the occupying structure;

[00101] wherein the occupying structure includes a cylindrical body for placement in the inner chamber, wherein the cylindrical body defines a first cavity of the primary chamber and a second cavity of the secondary chamber;

[00102] wherein the occupying structure interacts with the fluid medium for filling the chamber after the displaced volume created by the movement of the crankshaft piston during the expansion stroke; and

[00103] wherein the occupying structure is introduced in such a way that the volume filled with the combustible fluid medium is less than the sum of the volume of the combustion chamber and the working volume of the crankshaft piston due to the fact that the occupying structure interacts with the combustible fluid medium for the space inside the cylinder.

[00104] In another aspect, the cylinder is a hydraulic cylinder, and wherein the fluid is a hydraulic fluid.

[00105] In another aspect, the cylinder is a combustion cylinder and wherein the fluid is a combustible fluid.

[00106] These and other objects, features and advantages of the present invention will become more apparent upon reference to the accompanying drawings and the detailed description of the preferred embodiments which follows.

Brief description of the drawings

[00107] Preferred embodiments of the claimed invention will now be described in conjunction with the accompanying drawings, presented by way of illustration and not limitation of the scope of the claimed invention, in which like reference numerals designate like elements and where:

[00108] Fig. 1 schematically shows an example of an engine system including a cylinder system in accordance with aspects of the present invention.

[00109] Figs. 2 and 3 show another example of the disclosed method with an occupying cylinder structure, in which a separate chamber is shown behind the occupying cylinder structure, in accordance with aspects of the present invention.

[00110] Fig. 4 shows a first example of a occupying cylinder structure in accordance with aspects of the present invention.

[00111] Fig. 5 shows a cross-sectional view in accordance with aspects of the present invention.

[00112] Fig. 6 is a schematic illustration of how a crankshaft piston moves during an expansion stroke, in accordance with aspects of the present invention.

[00113] Fig. 7 shows a designation of a crankshaft connecting rod and a crankshaft rotation diameter in accordance with aspects of the present invention.

[00114] Fig. 8 schematically shows an arrangement of magnets for attracting or repelling an occupying cylinder structure in accordance with aspects of the present invention.

[00115] Fig. 9 shows an example of an occupying structure with its various edges and surfaces in accordance with aspects of the present invention.

[00116] Fig. 10 is a schematic illustration of a method of occupying a cylinder using any of the disclosed cylinder occupying structures in accordance with aspects of the present invention.

[00117] Fig. 11 shows the output performance of various disclosed systems, wherein more available operating energy implies higher torque/horsepower output or lower fuel requirements.

[00118] Fig. 12 shows a table of values for various ejected products when comparing a conventional design with a design with relative movement.

[00119] Fig. 13 shows the results of chemical and emission tests in accordance with aspects of the present invention.

[00120] Figs. 14-17 are various graphs showing the advantages and capabilities with respect to output work of the disclosed systems with an occupying cylinder design.

Detailed description

[00121] The following description is provided by way of example only and is not intended to limit the embodiments described or the uses of the embodiments described. As used herein, the term "example" or "illustrator" means "serving as an example, instance, or illustration." Any embodiment described herein as "example" or "illustrator" is not necessarily to be construed as preferred or advantageous over other embodiments. All embodiments described below are examples of embodiments that are presented to those skilled in the art for making or using embodiments of the invention and are not intended to limit the scope of the invention as defined by the claims. Furthermore, no limitation is intended to be made by any disclosed or implied theory presented in the art, background, summary, or detailed description described below. It should also be understood that the specific devices and processes shown in the accompanying drawings and described in the following description are merely examples of embodiments of the inventive concepts defined in the appended claims. Thus, specific dimensions and other physical characteristics relating to the embodiments disclosed herein should not be construed as limiting unless otherwise expressly stated in the claims.

[00122] A cylinder occupying structure is disclosed. The example shows a cylinder system comprising a mechanical cylinder including an internal chamber into which a fluid medium is introduced and a crankshaft piston configured to implement a reciprocating motion in the internal chamber, as well as a cylinder occupying structure including a floating piston, wherein the floating piston is alternately advanced into and retracted from the internal chamber of the cylinder in accordance with the reciprocating motion of the crankshaft piston. As shown in the figures, the combustion chamber is located within the walls of the occupying structure between the crankshaft piston and the cylinder head.

[00123] The illustration of FIG. 1 shows an example of an engine system that uses a cylinder engine 102 to generate useful work. As non-limiting examples, the engine 102 can be used to move a vehicle, including but not limited to marine vehicles, wheeled vehicles and an aircraft, to activate various devices such as hydraulic lifts, forklift booms and excavator booms, as well as other components of digging devices and industrial equipment, and/or for any other suitable purpose. The illustration of FIG. 1 schematically shows the inclusion of one or more cylinders 104 in the engine 102, by which useful work can be obtained to perform such functions. The cylinders can include a set of modified cylinders containing an occupying structure and a set of traditional cylinders.

[00124] In some examples, engine 102 may be an internal combustion engine (ICE) configured to produce useful work by burning fuel in cylinder(s) 104. Cylinder(s) 104 may be arranged in any suitable configuration (e.g., 1-4, V6, V8, V12) in a linear or circular pattern. Although not shown in the illustration of FIG. 1, in some examples, engine 102 may be assisted by an electrical system comprising a power source (e.g., a battery) and a motor operatively coupled to one or more wheels of a vehicle in which the engine may be implemented. Such a configuration may be referred to as a "hybrid" configuration and may utilize technologies such as regenerative braking to charge the power source.

[00125] The cylinder(s) 104 may include pistons (e.g., first and second pistons in a single cylinder) that perform a reciprocating motion caused by the combustion of fuel therein. In some examples, the reciprocating motion of the crankshaft piston may be converted into a rotational motion of the crankshaft, which may be connected to one or more wheels of the vehicle via a transmission, in order to thereby provide movement of the vehicle. In other examples, the reciprocating motion of the crankshaft piston may be converted into other components and/or other forms of motion, including, but not limited to, articulation of the boom of an industrial vehicle (e.g., a forklift, an excavator) and linear actuation. For this purpose, the illustration of FIG. 1 shows an output 108 provided by the engine 102, which may include the rotational motion, articulation, or actuation described above, or any other suitable output.

[00126] An intake passage may be pneumatically connected to the engine 102 to provide intake of air into the engine, to provide mixing of air with fuel to thereby form boost air for combustion within the cylinder. The intake air may be introduced through the first and second inlets in each cylinder. The intake air or fluid may be compressed/compressed in the intake chamber behind the occupying structure and pushed/pushed into the combustion chamber within the occupying structure when the occupying structure is drawn in the direction of the intake passage. For this purpose, in the illustration of FIG. 1, the engine 102 shows receiving an input 106, which may contain a fuel-air mixture, a hydraulic fluid, fresh air under atmospheric pressure, compressed air. The input 106 may include any suitable combination of fuels, including, but not limited to, gasoline, diesel fuel, nitrous oxide, ethanol and natural gas. The intake valve may be located in the intake channel and is configured to variably control the air sucked into the engine 102, for example, depending on the mass flow of air, volume, pressure. The intake channel may include various components, including, but not limited to, a charge air cooler, a compressor (for example, a turbocharger or a supercharger), an intake manifold, etc. The corresponding intake valves may variably control the suction of charge air into the cylinder(s) 104. A fuel system may be provided for storing and delivering fuel (or a combination of fuels) delivered to the engine 102.

[00127] An exhaust passage may be pneumatically connected to the engine 102 to provide a path through which the combustion products of the boost air from the engine are discharged into the environment. Various after-treatment devices for treating exhaust gases may be located in the exhaust passage, including, but not limited to, a NOx trap, a particulate filter, a catalyst, etc. For embodiments in which the engine 102 is accelerated by a turbocharger, a turbine may be located in the exhaust passage to drive a compressor of the turbocharger. Corresponding exhaust valves may variably control the discharge of exhaust gases from the cylinder(s) 104.

[00128] A controller 110 may be operatively coupled to various components in the engine 102 to receive sensor input, activate devices, and generally provide engine operation. As a result, the controller 110 may be referred to as an "engine control unit" (ECU). As examples, the ECU may receive one or more of the following inputs: throttle position, barometric pressure, operating transmission gear, engine temperature, as well as engine speed and a change in engine speed for a given input force. As described in more detail below, the controller 110 may control the operation of a cylinder working structure that is variably input into an internal chamber of the cylinder(s) 104, according to a duty cycle of the cylinder(s).

[00129] Controller 110 may be implemented in any suitable manner. As an example, controller 110 may include logic and storage that stores machine-readable instructions executable by the logic to implement the approaches described herein. The logic may be implemented as a controller, a processor, a system on a chip (SoC), etc. The storage may be implemented as a read-only memory (ROM, such as an electronically erasable programmable ROM) and may comprise a random access memory (RAM). Controller 110 may include an input/output (I/O) interface for receiving inputs and providing outputs (e.g., control signals for activating components).

[00130] The engine 102 may take other forms. For example, the engine 102 may be configured to perform hydraulic work, wherein the cylinder(s) 104 include corresponding pistons of the crankshaft that perform a reciprocating motion to alternately compress a hydraulic fluid therein. In this example, the input 106 may include a hydraulic fluid that is supplied to the cylinder(s) 104, such as oil, water and/or any other fluid(s). The output 108 may include a rotational motion, an articulation, an actuation or any other suitable type of mechanical output. As an alternative or in addition to the mechanical output, the output 108 can be considered as including a hydraulic fluid that is pumped by the cylinder(s) 104, wherein the pressure applied by the cylinders can be transmitted to the hydraulic fluid in other components that are at least partially in fluid communication with the cylinders. Such a hydraulic output can be used, in turn, to generate a mechanical output, such as in a hydraulic lift. For embodiments in which the engine 102 is configured to implement hydraulic work, the engine and/or other elements that can form a hydraulic circuit can include any suitable combination of hydraulic components, including, but not limited to, a pump, a valve, an accumulator, a reservoir, a filter, etc. In such embodiments, the controller 110 may be configured to control the operation of the hydraulic cylinder(s) 104, the motor 102, and/or other components of the hydraulic circuit based on any suitable sensor output(s) (e.g., pressure, valve status, flow rate).

[00131] In order to increase the cylinder power and to avoid the disadvantages described above and associated with existing approaches with respect to increasing the cylinder power, the cylinder(s) 104 include a cylinder occupying structure 202 (i.e., a floating piston) that is variably advanced into and retracted from an internal chamber of the cylinder(s), into which working fluid(s) (e.g., hydraulic fluid, combustible fluid) used to produce power are introduced. The figures show exemplary embodiments of a cylinder occupying structure for a combustion cylinder, wherein the occupying structure is configured to be subject to a retraction and/or advancement force toward the combustion chamber and/or toward the crankshaft piston by means of an electromagnetic activator, a hydraulic supercharger, a turbo supercharger, or the like.

[00132] The figures show a cylinder 104 that includes a cylinder occupying structure 202, which is also referred to herein as an insertion rod or a second piston. The cylinder occupying structure 202 acts as a second piston in addition to the crankshaft piston 204 (for example, the crankshaft piston 204 is the first piston) and the occupying structure 202 partially surrounds the combustion chamber.

[00133] The piston 204 of the crankshaft is connected to a connecting rod, which can be connected to another device, such as a crankshaft, in order to thereby convert the reciprocating motion of the crankshaft piston into a rotational motion of the crankshaft or another form of motion, which, in turn, can be used to move the vehicle, control an electric generator, activate a pump, activate a device, etc. The reciprocating motion of the piston 204 of the crankshaft can be caused by the combustion of boost air in the inner chamber 208 of the cylinder 104. The combustion can be partially controlled by an intake valve 210, activated by a camshaft of the intake valve, which is configured to selectively introduce natural air or boost air into the inner chamber 208 for compression and ignition in it. To ignite the introduced boost air, a spark plug or glow plug can be controlled. The combustion products can be discharged through the exhaust valve 216, activated by the exhaust valve camshaft. In order to dump heat to the outside of the cylinder 104 during the combustion of boost air and thus maintain desired operating temperatures and prevent thermal degradation, a cooling jacket can be placed between the inner wall of the cylinder, which defines the inner chamber 208, and the outer wall of the cylinder, which defines the outer space of the cylinder. A suitable coolant can be circulated through the cooling jacket by means of a cooling system, which can contain any suitable substance(s), such as water, antifreeze, etc. The cooling system can include a radiator, which, for example, emits heated coolant into the environment. The cooling system can include compression of fluid in parts of the engine that can be reached by cooling jackets, and decompression of fluid within the cylinder and near the occupying structure, which can hardly be achieved by a cooling jacket.

[00134] As described above, the cylinder 104 includes a cylinder occupying structure 202 that is variably introduced into the inner chamber 208 to increase the power and efficiency of the cylinder. The structure 202 is a floating piston that is variably advanced into the inner chamber 208 in accordance with the reciprocating movement of the crankshaft piston 204. In some examples, the floating piston 202 can be progressively introduced into the inner chamber 208 as the crankshaft piston 204 moves downward (referring, for example, to FIG. 2) through the inner chamber. The occupying structure can have a chamber or compartment for collecting fluid behind it near the intake side, designed to compress the fluid (compression chamber 704, FIG. 2), wherein the chamber for compressing the fluid is configured to implement the functions of four strokes in two movements of the crankshaft piston. However, the cylinder 104 can be designed in accordance with any suitable working cycle, based on which the introduction of the insertion rod 202 into the inner chamber 208 can be controlled. In general, the occupying structure 202 can be introduced into the inner chamber 208 as the piston 204 of the crankshaft moves downwards (referring, for example, to FIG. 2).

[00135] The cylinder 104 may perform a compression stroke (e.g., for a two- or four-stroke operating cycle) or an exhaust stroke (e.g., for a four-stroke operating cycle). The insertion rod 202 may be variably inserted into and withdrawn from the inner chamber 208 in accordance with the downward and upward movement of the crankshaft piston 204 (referring to FIG. 2). The correspondence between the movement of the floating piston 202 and the crankshaft piston 204 may take any suitable form. In some examples, the movement of the floating piston 202 and the crankshaft piston 204 may be substantially synchronized such that the floating piston is activated at substantially the same speed and direction as the crankshaft piston.

[00136] The occupying structure 202 provides for a reduction in the demand for intake from the cylinder 104 and, as a result of its occupation of the inner chamber 208, the occupying structure also causes the displaced volume that is used in the combustion process or in the hydraulic process, that is, the so-called displaced "combustion volume" or displaced "hydraulic volume", to be smaller than the inner chamber itself, wherein such an inner chamber is the sum of the volume of the combustion chamber and the working volume of the piston of the crankshaft.

[00137] The electromagnet may be designed to repel or attract the occupant structure depending on the particular application. Fig. 8. Whatever the electromagnet is designed for (repulsion or attraction), the other function (e.g., repulsion or attraction) may remain passive. The electromagnetic force may be used to retract the occupant structure at an early stage of the expansion stroke in order to respond to a command to slow down the engine, vehicle, or throttle valve to prevent early exhaust emission. In this embodiment, the occupant structure 202 includes a magnet 227 (e.g., a permanent magnet) to provide interaction with magnetic fields generated by electric currents passing through the coil 224, Fig. 2, and electromagnetically advance and retract the occupant structure in a solenoid-like manner. The magnetic force lines provided by the coil 224, in particular by its portions in the internal chamber of the coil under the upper end of the coil and above the lower end of the coil, can be substantially parallel to the direction of advancement and retraction of the floating piston 202. To facilitate the electromagnetic activation of the floating piston 202 described in this document, the electrical system 226 can include a current source by which current is selectively supplied to the coil 224. The electrical system 226 is operatively connected to the controller 110, which can control the electrical system for selectively positioning the insertion rod 202 and/or providing retraction and/or advancement forces of the occupying structure 202 in accordance with the operating cycle of the cylinder 104, as described above, and/or based on any other suitable inputs (for example, camshaft timing, valve timing, air intake or exhaust variables, other operating conditions). In some examples, the controller 110 may be the controller 110 of FIG. 1, but may also include various devices and systems for exerting retractive or protractive forces on the occupant structure 202, or for adding pressure to the upper side (for example, the intake side of FIG. 2) of the occupant structure 202. Such devices and systems of the controller 110 may be hydraulic or turbochargers, electromagnetic activators, or any suitable system that can control the forces exerted on the occupant structure 202, which are generally referred to herein as "force applying mechanisms." One or more of the coil 224, the electrical system 226, the magnet 227, and the controller 110 may form what is referred to herein as an "electromagnetic activator." In some examples, the electromagnetic activator may be considered a solenoid, in which the insertion rod 202 acts as a plunger moved by the electromagnetic activator. It should be understood that, as shown in FIG. 2, the retraction and advancement forces are applied to the housing of the occupying structure (floating piston) 202.

[00138] The cylinder 104 shown in Fig. 2 and Fig. 3 may be provided with other features that increase the power of the cylinder, such as providing the occupying structure and/or the piston of the crankshaft with a cone-shaped engagement surface that may correspond to the shape of the combustion wave.

[00139] The inner surface of the crankshaft piston may include recesses and/or projections to increase shear stress forces during relative movement of the crankshaft piston.

[00140] The coil 224 may be housed in a housing that cooperates with an insulating barrier, which allows the insertion rod 202 to move with low friction and provides a significant seal between the internal chamber 208 and the housing. The coil 224 is electrically driven by an electrical system 226 that is connected to the controller 110.

[00141] The occupying structure may be made of any one or more cylindrical shaped parts or layers. The occupying structure may have different dimensions in the cylinders of different engines. For example, the shapes of some of the occupying structures 202 may be made taking into account the requirements of higher torque, but this is not a limiting example. Unlike the crankshaft piston, cooling the occupying structure may be difficult, but a solution may be implemented using a solid body of material with improved heat transfer properties or using a hollow core filled with a gas, such as helium, and interacting with a cooling jacket in the cylinder. Cooling of the occupying structure may be achieved by decompression of the fluid at the early part and the late part of the expansion stroke. In addition, contact between the occupying structure and the inner surface of the cylinder may be achieved through support rings before and after the cooling jacket or in such a way that compressed air can pass from the compression compartment to fill a small space between the cylinder and the occupying structure to minimize friction.

[00142] The occupied structure 202 of the cylinder and the embodiments of the cylinder described herein are presented as examples and are not intended to be limiting in any way. The "cylinder" as used herein may not necessarily have the geometric shape of a cylinder, but rather refers to a mechanical device in which the reciprocating motion of a piston of a crankshaft is used to generate useful work and power. Non-spherical geometric shapes, such as hemispherical or beveled geometric shapes, may be used. Various components of the cylinder may be added, eliminated, or modified, including cylinder head components, valves, etc. In addition, alternative configurations of the input element are contemplated. For example, the insertion element disclosed in this document can enter the inner chamber of the cylinder from below, from the side or from any other direction, including at an acute or obtuse angle, in a non-linear cylinder 104. The cylinder 104 itself can have a curved shape, being part of a circular shape of the engine, and the piston and the floating piston describe a trajectory along a circle or along a curve during the working stroke. In addition, embodiments are possible in which electromagnetic activation is used to control the floating piston.

[00143] In some embodiments, a hybrid solution may be used, in which the fluid is pumped mechanically and also magnetically, using an activator with a magnetic force, and is advanced toward the piston of the crankshaft. For example, the fluid may be compressed toward the plunger of the piston of the crankshaft without using a hydraulic pump during active compression, or, for example, with the presence of a second adjacent cylinder, not equipped with an occupying structure, designed to compress air, and acting as a hydraulic cylinder to use its compressed air in the compression chamber of the first cylinder to increase its effective compression ratio or to affect the occupying structure with a moving force during the power stroke. In the first cylinder, equipped with an occupying structure 202, a hydraulic fluid may also be used between the occupying structure and the piston of the crankshaft to function as a hydraulic mechanism.

[00144] The embodiments of the occupying cylinder structure described herein may provide various technical results and advantages. For example, the occupying cylinder structure 202 may reduce the required fluid intake, described as the displaced volume for each stroke. In other examples, the occupying cylinder structure may allow a similar volume of fluid to be used for a greater stroke distance. In addition, the occupying cylinder structure may allow a greater force per square inch to be applied to the inner surface of the crankshaft piston. In some examples, such as those using electromagnetic activation, the occupying cylinder structure may maintain the amount of combustion pressure by advancing the occupying structure when a magnetic field is initiated. In some examples, the occupying cylinder structure may facilitate the movement of the piston of a vane crankshaft when the reduced pressure is decreasing. In embodiments with a hydraulic component, the floating piston may reduce the amount of fluid required by the hydraulic fluid intake pump. These and other technical results can improve the efficiency of a vehicle that incorporates the cylinder-fill design.

[00145] The steps, tasks, and methods described herein may be repeated during operation of the cylinder at any suitable frequency, interval, duty cycle, etc., which may involve continuous operation or may be intermittent (e.g., in response to input from a controller, input from an operator).

[00146] The combustion chamber 208 may be surrounded by portions of the floating piston 202 and the piston, 204 of the crankshaft, which can adjust its positions before combustion, making the combustion chamber itself relatively movable or changing shape and size in the cylinder relative to the cylinder itself.

[00147] The purpose of the electromagnet (Fig. 2 - 226) to act only to perform the repulsion task or only to perform the attraction task, as well as the use of a three-pole electromagnetic activator, gives that the magnetic activator will subsequently maintain the orientation of its poles unchanged, and the accumulation of its electrons will always remain on one side. With the use of such an arrangement, it is expected that the magnetic field strength added to the solenoid component can be amplified hundreds of times in terms of the magnitude of the force to save electrical energy consumed to move electrons back and forth between the positive and negative pole.

[00148] A solution for reducing the internal cylinder pressure would be to move the second piston 202 in the opposite direction (e.g. away from) the crankshaft piston instead of ejecting unburned exhaust by using a secondary force from the electromagnet 226 or other force source.

[00149] The arrangement of the second piston 202 between the intake passages 210 on the side of the chamber intended for compression and between the combustion chamber 804, together with maintaining an increased pressure of the fluid on the intake side, helps to keep the intake passages cleaner and more reliable over a long period of time.

[00150] When the occupying structure 202 surrounds the combustion chamber, and the edge 202-2 faces the cylinder head and the fluid inlet side, it advances as a second piston as part of the initial acceleration, and it can also change direction when pressure is applied to it from the crankshaft after the two pistons are disengaged, making the floating piston change direction of acceleration without interference and stop during the expansion stroke and slowly begin to reverse direction.

[00151] It should be understood that the expression "movement in the direction of the crankshaft piston" may refer to the direction toward the location of the crankshaft piston, rather than to the direction of movement of the crankshaft piston.

[00152] The compression chamber 704 for collecting fluid behind the occupying structure 202 provides the ability to perform four strokes in two crankshaft movements, which means reducing friction forces by cutting the engine RPM (number of revolutions per minute) by half. The system also provides energy-saving configurations by controlling the acceleration and deceleration of the engine with reduced emissions of pollutants.

[00153] In order to perform four strokes in two movements of the piston of the crankshaft, initially fresh air or pre-mixed fluid is introduced behind the occupying structure 202 during the expansion stroke into the compression chamber 704 of the distributed injection to add driving force to the expansion stroke, and also (as part of the compression stage) to partially compress the air. When the compression stroke begins, this partially compressed fluid will move into the combustion chamber 804 as an indirect injection method with further compression (for example, full compression) through a communication channel 706 installed behind the element occupying the chamber. In another method (direct injection), a special channel can pass directly together with the spark plug into the combustion chamber 804. The exhaust port 216 can have various positions and configurations. It should be understood that the definition of "pre-mixed" fluid may include either a distributed injection fluid or an indirect injection fluid, and the "pre-mixing chamber" may be a channel chamber.

[00154] When the compression stroke begins and the pistons begin to retract, the partially compressed air in the compression chamber 704 will move into the combustion chamber for further compression, initially it creates cooling effects with decompression for the occupying structure, and also moves the spent fluid from the region 804 in the direction of the exhaust valve 216, and by the time the pistons begin to engage and the combustion chamber is cleared of exhaust, the fuel fluid will be fully or partially injected into one of the distributed injection chambers for mixing with fresh air, and when the piston is fully retracted, the compression of the air-fuel mixture will be completed in the combustion chamber 804. In another method of direct injection through a special channel or path, the fuel can pass directly together with the spark plug into the combustion chamber, and the fuel injection will be applied to the combustion chamber, and not to the distributed injection chamber. The exhaust port 216 may take various positions, but it may be aligned with the area between the two pistons as they begin to engage during the compression stroke.

[00155] Next, the illustrations of FIGS. 2-10 will be described in more detail.

[00156] FIG. 2-10 shows various examples, components and features that may be included in a cylinder occupying system. For example, a cylinder 104 may include an inner chamber 208 that occupies a structure 202 and a piston 204 of a crankshaft. The inner chamber 208 of the cylinder 104 is modified by the occupying structure 202 such that the combustion pressure applied to the piston 204 of the crankshaft is applied to a smaller surface area of the piston 204 of the crankshaft during the early portion of the expansion stroke and to a larger surface area of the piston 204 of the crankshaft during the late portion of the expansion stroke.

[00157] For example, as shown in FIG. 2, a first fluid inlet 210-1, including an air duct and a one-way valve, allows air to enter the compression chamber during each power stroke. The first fluid inlet may be configured to naturally fill the engine, or it may be connected to a channel or reservoir for turbocharged fluid or supercharged fluid. The second inlet 210-2 for fluid, including a branch pipe for fluid and a one-way valve, allows selective entry of compressed fluid into the cylinder, into the compression chamber 704 or into the primary combustion chamber 804 to increase the internal pressure of the cylinder in response to the force application mechanism as a result of increased resistance to the crankshaft drive or as a result of a change in the position of the throttle valve, wherein the passage 706 for fluid allows movement of fluid from the compression chamber 704 to the combustion chamber 804 during the intake stroke.

[00158] For example, as shown in FIG. 6, in the early stage of the expansion stroke, a smaller surface area 802 is subjected to combustion in the combustion chamber 804. And in the late stage of the expansion stroke, a larger surface area 806 is subjected to the combustion that occurred in the combustion chamber 804. This concept applies to all of the examples shown in the figures. The partial cone shape or profile of the crankshaft piston provides for the action of the propelling combustion pressure wave on a larger surface area compared to a rectangular profile.

[00159] For example, the crankshaft piston may include an end portion that changes from a thinner dimension 808 to a thicker dimension 810 such that the thinner portion is exposed to combustion pressure earlier and the thicker portion is exposed to combustion pressure later, as shown in FIG. 6. The thinner portion may be introduced into the combustion chamber or, alternatively, positioned immediately after the end of the combustion chamber. The profile of the occupying structure may exactly match, coincide with, or substantially match the profile of the crankshaft piston.

[00160] The system may be configured such that combustion occurs within cavity 804 in occupying structure 202 to apply combustion pressure to both occupying structure 202 and crankshaft piston 204.

[00161] The occupying structure 202 may be a structure that is movable relative to the cylinder 104. The movement of the occupying structure 202 may be controlled by one or more forces applied by the force applying mechanism 702. The occupying structure 202 may change the direction of acceleration during the expansion stroke.

[00162] The force application mechanism 702 may respond to the position of the throttle valve (for example, of the vehicle) thanks to the throttle position sensors in such a way that one or more forces applied to the occupying structure 202 depend on the position of the throttle valve. The force application mechanism 702 may be configured to apply a retracting force to the occupying structure 202 during the expansion stroke or the compression stroke.

[00163] The force application mechanism 702 may include an electromagnetic actuator, a hydraulic system, and/or a forced induction system. Examples of forced induction systems are turbochargers, hydraulic superchargers, and superchargers. The occupying structure may be mechanically connected to the electromagnetic actuator.

[00164] As shown in FIG. 7, 300 denotes a crankshaft, 301 denotes a diameter of the crankshaft, and 302 denotes a connecting rod of the crankshaft. In the relative motion cylinder, the system can provide more torque due to the compressed fluid with a boost at an early stage of the expansion stroke, and the ratio between the connecting rod (302) of the crankshaft and the diameter (301) of the crankshaft can be reduced to standards that are lower than those provided today in commercially available heavy vehicles, to accommodate a higher torque based on an elongated connecting rod, resulting in a slow motion of such heavy vehicles.

[00165] The disclosed system provides an increase in work per unit time by using a hydraulic turbocharger as a secondary force mechanism to increase the compression forces during the expansion stroke, which are transmitted as an additional increase in pressure in the combustion chamber and as an additional drive force. Maintaining a positive drive force in the cylinder minimizes the time interval of acceleration of work and, as a result, eliminates part of the required working energy. In comparison with this, the compression forces in a traditional cylinder lead to a complete loss of energy, which is ultimately subtracted from the forces of the power stroke.

[00166] In the illustration of FIG. 8, a first electromagnet 1802 is shown that can be activated during the expansion of the crankshaft piston, providing a repulsive action (advancement force). A second electromagnet 1804 can be activated during the retraction of the crankshaft piston, providing an attractive action (retraction force). The poles 1802, 1804 and 227 provide a three-pole electromagnetic arrangement. In a traditional arrangement, the magnetic arrangement would include only two poles, for example, 227 and 1802. In a three-pole arrangement, the poles 1802 and 227, for example, will always be active, being the same poles for performing the repulsive force, and the poles 1804 and 227 will always be active for performing the attractive force. In a three-pole arrangement, the electrons do not have to move between the poles, which will not only increase the amount of output force per second, but it can also provide a higher frequency of movement.

[00167] The system can be configured to partially perform a compression stroke by compressing the fluid on the intake side during the expansion stroke, which also involves applying a force to the occupying structure 202 by means of the force application mechanism 702. Accordingly, the system can be configured to perform the functions of intake, compression, expansion and ejection in two strokes in one combustion. The arrangement with the relative motion cylinder initiates the compression of the fluid in the compression chamber 704.

[00168] The system may be configured to deliver fluid to the compression chamber 704 of the occupying structure 202 to increase cylinder pressure and accelerate the engine. The system may be configured to provide engine deceleration by applying a retractive force to the occupying structure 202. The system may be configured to provide engine acceleration by applying a forward force to the occupying structure 202.

[00169] The fluid passage 706, which may also be referred to as a communication passage, may have a control valve for dividing the fluid control time into stage 1 and stage 2. Stage 1 includes accumulation of fluid behind the occupant chamber element (floating piston) during the expansion stroke, which partially compresses fresh air using a turbocharger or supercharger, applying secondary driving forces to the pistons or pre-mixing the fluid during the application of a driving force to the pistons. Stage 2 includes transferring partially compressed fresh air or pre-mixed fluid to the combustion chamber 804 within the occupant structure 202 through the communication passage, which may contain a plurality of valves and passages. The communication passage or passages may/may include a passage for the inlet of fresh air and another passage to the outlet for the exhaust.

[00170] The communication channel may have a one-way valve, and the valve may open to allow partially compressed fluid to move into the combustion chamber, and the valve may close during the entire expansion stroke, or it may open during the late portion of the expansion stroke to add positive pressure to the combustion chamber and to clear the chamber 804 of exhaust. The compartment with the injection hole may expand in size during the expansion stroke.

[00171] Due to the combustion pressure between the crankshaft piston 204 and the occupying structure 202, the system may be configured to accelerate the occupying structure 202 in a retracting direction away from the crankshaft piston 204 to absorb a portion of the combustion forces.

[00172] In the illustration of FIG. 9, an edge 202-1 of the occupying structure facing the compression chamber and an edge 202-2 of the occupying structure facing the primary combustion chamber, as well as an edge 202-3 of the occupying structure facing the secondary combustion chamber are shown, and the number 202-4 denotes cutouts in the outer surface of the occupying structure that can supply the exhaust fluid closer to the intake side of the cylinder. When combustion acts on the edge (202-2) or when there is an increase in hydraulic pressure, the occupying structure advances in a variable manner in the inner chamber of the combustion cylinder or the hydraulic cylinder, or the physical characteristics of Pascal's law change depending on the position, wherein the floating piston interacts for volume and space with the combustible fluid, and such competition has never been calculated in Pascal's law. The output power of the stroke depends on the surface of the piston of the crankshaft and the distance of the stroke. In Pascal's time-dependent law, the additional output power is to be calculated, and it is to be added to Pascal's position-dependent law. This addition is proportional to the combustion volume or hydraulic volume displaced by the advance of the occupying structure.

[00173] Also, as shown in FIG. 9, the difference between surface 202-3 and 202-2 causes the occupying structure to accelerate during the early stages of the expansion stroke and then to slow down and retract during the late stage.

[00174] As shown in FIG. 10, the disclosed method includes, at step 1902, initiating combustion within movable portions enclosed between a piston and an occupant cylinder structure, at step 1904, accelerating both portions within an internal chamber of the cylinder until the acceleration of the occupant cylinder structure reverses direction and then stops completely during an expansion stroke, at step 1906, early initiating compression of a fluid during the expansion stroke in a special chamber, at step 1908, further advancing or retracting the occupant cylinder structure by applying a force via a secondary device such as an electromagnetic activator, a hydraulic system, or a turbocharger, and at step 1910, allowing compressed fluid to enter the combustion chamber during a late portion of the expansion stroke to clear the primary combustion chamber of exhaust and to apply cooling effects to the occupant structure by decompressing the fluid; at step 1912 - early during the retraction stroke, releasing the spent fluid before the engagement of the occupying structure and the floating piston begins; at step 1914 - completing the compression of the fluid by completing the retraction of the occupying structure and the crankshaft piston, closing the intake valve in order to leave the majority of the compressed fluid in the primary combustion chamber within the occupying structure, while leaving a smaller portion in the communication channel, which smaller portion will be decompressed at the beginning of the next reciprocating cycle to apply a cooling effect to the occupying structure.

[00175] The illustration of Fig. 11 shows the output work measured in joules.

[00176] For example, when 50 mg of fuel in a conventional cylinder produced an output work of approximately 150 joules, some simulation tests of the disclosed system produced approximately 400 joules. In one test, we used 25 mg for combustion, and 25 mg was calculated as the energy source to drive the turbocharger pump, and the output work increased to approximately 800 joules. Some energy studies have stated that conventional engines consume only approximately 20% of the thermal energy available in the fuel, as the results of our simulation test suggest that the disclosed system can optimize the use of fossil fuel. The increase in output work can also be calculated theoretically using the following equation used in the manuals (the improvement in performance is proportional to the increase in pressure inside the cylinder and inversely proportional to the volume displaced) The pressure tests shown in Fig. 17, show that in the disclosed system a pressure increase of more than 200% was achieved, while the floating piston can also interact with the combustible fluid space in approximately 50% of the working volume. In this case, the performance improvement can theoretically be estimated at 400% compared to a traditional cylinder.

[00177] The illustration of Fig. 12 shows one of the best results associated with the distributed injection system, with the simulation test yielding zero % HC, near zero % CO and NO in the exhaust.

[00178] The illustration of Fig. 13 shows a lower residual hydrocarbon in the exhaust fluid in the disclosed system. In some arrangements, the results of the simulation tests gave a zero HC output at the end of the power stroke.

[00179] The illustration of FIG. 14 shows a mechanical work output rating graph using direct injection, where the new D3 design offers an increased area under the graph of work per unit time compared to a conventional cylinder. This represents approximately a 200% higher efficiency of working energy, according to the difference in areas. The conventional design D1-T3 has a larger combustion affected area (802, FIG. 6) at the beginning of the expansion stroke than the disclosed system D3-T2. The conventional system (D1-T3) offers increased working energy at the beginning of the expansion stroke and reduced work output later in the power stroke. The large area under the graph has been previously observed when comparing the graphs of direct injection and indirect injection in conventional designs, and now the disclosed system provides an additional increase in the mechanical work output graph per unit time. In some embodiments of the disclosed system, the mechanical work output graph shows a positive increase at the end of the stroke, FIG. 14, and this occurs when the increased pressure returns at the distance between the crankshaft piston and the floating piston, when the crankshaft piston comes to a complete stop, and the floating piston is still slowly moving.

[00180] The illustration of Fig. 15 shows a graph of the performance when applying a sudden driving force to a floating piston, wherein the power used to initiate such a force has been restored to more than 80%, and this demonstrates the great potential for using the disclosed system as a replacement for pressure accumulation technologies, in which the power recovery potential is no more than 25%. In addition, the potential of the disclosed system, capable of adding secondary forces, such as turbocharger fluids through a second inlet, to a cylinder during the power stroke, suggests that it is no longer necessary to sacrifice engine output power to provide improved torques, since the increased torque can be optimized by supercharging or turbocharging the cylinder when high resistance suddenly begins to create a problem for the engine's driving force.

[00181] The illustration of FIG. 16 shows a graph of the force versus distance. This graph shows that the initial force in the open cylinder D2-T1 is less than that in the conventional cylinder. This graph should not be confused with the energy evaluation between the new and conventional designs, since the productivity of the working energy should be evaluated based on (Force*P ₍ distance/s), and this can be called (work/s), which can be represented as the work versus time.

[00182] The illustration of FIG. 17 shows graphs of pressure versus distance and pressure versus time. The test was conducted without a drag load. The disclosed D2-T1 system has a much larger area under the curve than the conventional D1-T1 cylinder. During the expansion stroke, when the cylinder continuously maintains a higher internal pressure by about 300%, this will reflect higher thermal efficiency, cleaner combustion of the fluid, improved NO2/NOx exhaust ratio. When repeating the test under a drag load applied to the crankshaft piston, the area under the graph of the disclosed D2-T1 system (which is then referred to as D2-T3) showed an additional increase in the internal pressure of the cylinder compared to the conventional cylinder, and the combustion of the fluid was further improved, and the simulation tests gave zero HC output, zero CO output and almost zero NO output (0.000035).

[00183] The methods disclosed in the present invention may include: 1) A method of operating a hybrid engine using two sources of force at the cylinder level, 2) A method of filtering exhaust fluid at the cylinder level by converting a majority of CO and hydrocarbon free radicals into controlled CO2, N2 and NO2 by increasing the relative internal pressure and decreasing the speed of the crankshaft piston. 3) A method of reducing vibration by using an occupying structure as a shock absorber. 4) A method of saving energy by using an occupying structure as a second basis in Newton-Galilean relativity. 5) A method of time dependence on exchange and saving energy.

[00184] Due to the shape of the occupying structure, during the expansion stroke, a reduction in the requirement for fluid intake is realized. For example, if the sum of the volume of the combustion chamber and the working volume of the crankshaft piston is 10 cubic inches, then in the open cylinder of relative movement, the requirement for combustion chamber displacement in the primary and secondary combustion chambers will be approximately 5 or 6 cubic inches.

[00185] It should be understood that the advancement of the occupying structure in the cylinder, mainly in the combustion cylinder, is used to control the combustion force or hydraulic force to provide more torque or increased horsepower, or to optimize the power under various conditions. The open relative motion cylinder significantly increases the output power, especially if the optimization is performed with respect to torque and horsepower. Such an increase is based on Pascal's law with time dependence. For example, some studies in the field of physics describe that energy can be spent during the movement of a vehicle due to friction between the wheel and the surface, which is only a small percentage of the energy that is spent on movement. Most of the inefficiency is associated with the energy spent on accelerating the piston of the crankshaft, and if the value of such acceleration, calculated for one second during an hour of movement, is equal to half the value of another vehicle of the same weight and for the same time of movement, then the first vehicle will need half the fuel to cover the same distance. For this acceleration time interval, we have introduced a time-dependent energy equation (E=1/2Mf*g2*t), which is described later in this paper. This equation shows how the acceleration time interval (t) (acceleration time) is exchanged with the work energy calculated in joules, whereby minimizing the value of (t) from 2 seconds to 1 second changes the output energy from 1 joule to 2 joules, which occurs before optimizing the output used to provide increased torque or increased horsepower. And this is a key difference between this application and past attempts to provide increased engine efficiency, since the thermal power is considered fixed per cubic inch of fuel regardless of the mechanical design, and minimizing the acceleration time interval value significantly changes the output energy.

[00186] In the disclosed new system, one power stroke is achieved per reciprocating cycle rather than every other cycle, which reduces friction losses by 15% of the total thermal potential. In addition, one power stroke per every other reciprocating cycle in traditional engines means that approximately 6000 rpm is the most acceptable limit of reciprocating motion for a given output power, where problems of feed failure for engine filling and mechanical failure can be observed, and the disclosed method solves this problem by reducing the rpm by half. This means that the typical rpm of 6000 is actually reduced to 3000 rpm, achieving an advantage of approximately 15% of the output power with 50% of friction losses, higher air consumption and fewer mechanical failures. This occurs before compression losses, which are also aided by the open system, since every joule spent on compression is a joule used indirectly to increase internal combustion pressure, or a joule recovered by adding force to the crankshaft piston during the power stroke.

[00187] The disclosed system introduces Pascal's law with time dependence, where the acceleration time interval plays a role not only as a coordinate, as is known from Newtonian physics or the physics of special relativity, but also as a form and source of energy, where objects, in their motion depending on time, can exchange energy measured in joules in the acceleration time interval, and where the unit of work, such as Newtonian, will not be essentially determined by physical distances when the motion is truly time dependent. With time dependence, it is not enough to calculate the physical distance that has been traveled by the piston of the crankshaft in order to know how many newtons are required for such a movement, but instead it is necessary to determine the virtual distance traveled based on various pressure conditions and fluid displacements before calculating the newtons.

[00188] In the disclosed solution with a relative motion cylinder, the cavity of the occupying structure comprises an edge surface facing the camshaft side of the cylinder. The surface area (202-2) is smaller than the edge surface facing the piston of the crankshaft, providing an initial acceleration of the occupying structure in the direction of the crankshaft and in the opposite direction later during the expansion stroke. The presence of the edge in the cavity occupying the structure in a secondary manner serves to create turbulence in the movement of the fluid between the primary and secondary combustion chambers to provide improved mixing of the fluid and more complete combustion.

[00189] In addition, the force application mechanism may be a magnetic force application mechanism or a turbocharger mechanism that can accelerate the occupying structure during the expansion stroke, causing an increase in the internal pressure in the combustion chamber without the need for suddenly using more combustible fuel and without the need for increasing the connecting rod/diameter ratio for the crankshaft connecting rod or mechanical transmission.

[00190] Turbocharging and supercharging can be used in engines to increase the compression ratio of a fluid before combustion. Turbocharging or supercharging in the disclosed system is used as part of a force application mechanism to control the acceleration of the engine by the force of the occupant structure advance or to decelerate the engine by minimizing the pressure in the compression chamber. Turbocharging in the present application can also be a force application mechanism that can connect a plurality of cylinders to a wind turbine. In current practice, unstable wind speeds that create an unstable rotation speed of a wind turbine lead to difficulties in connecting a wind turbine to an electric motor, which is solved by placing expensive brakes or by placing a pressure accumulator between the wind turbine and the electric generator, and such a pressure accumulator must be responsible for more than half of the total input wind power. In the open relative motion cylinder, the wind turbine can activate and control one or more turbocharger hydraulic pumps, whereby the controlled fluid is directed to one or more cylinders, so that at high wind speeds the force application mechanism will direct the fluid to more cylinders and still maintain stable speeds of the controlled electric generators.

[00191] The illustrations of FIG. 11 - FIG. 17 show the results of tests using ANSYS analysis, as well as similar initial parameters of combustion conditions in 4-inch diameter cylinders:

Injection mass flow=0.05 kg/s; Injection time=0.001 s;

Injection pressure=17405 psi; Fuel temperature=300 K;

Injected fuel mass=50mg; Nozzle diameter=1mm; Approx. engine speed=4000rpm; Initial compressed air parameters:

Initial volume=4.81 in3; Air pressure=500 psi; Air temperature=830 K; Mass concentration of N2=0.7675; Mass concentration of O2=0.2325;

Drag pressure=2.0 psi (1074 N drag on crankshaft piston)

[00192] As shown in the graphs of FIGS. 11-17, the removal of hydrocarbons is possible in the relative motion cylinder. Tests of the H12C23 showed a 500% reduction in hydrocarbons, where the mass fraction in the compared direct injection parameters was reduced from 6.59% to 0.67% at a compression ratio of 18:1. Using a compression of 10:1 with premix and turbocharging efforts provided for the removal of hydrocarbons, with 0.000000 parts per million in the exhaust. The disclosed premix option alone (without turbocharging) will reduce this black material output in the exhaust to 0.00024%), which is 1000% less than the direct injection method. The premix can be partially utilized in a relative motion cylinder with controlled CO2 output, whereas in a traditional cylinder premix would raise CO2 to levels that are prohibited everywhere.

[00193] The reduction in uncontrolled exhaust CO and NO was proportional to the increase in primary combustion chamber internal pressure, but with earlier fuel/air mixing it was possible to achieve zero-output CO removal. NO was reduced to 35 parts per million compared to 11,000 parts in a conventional cylinder.

[00194] The internal pressure in the relative motion cylinder increases under increased drive loads using turbocharger forces or using early injection or premixed fluid.

[00195] The time-dependent relative motion cylinder presents the concept of negative mass (mass of combustible fluid displaced by a floating piston) being moved a positive distance (power stroke), which in a mathematical sense, in Newtonian terms, means the production, not the consumption, of energy by minimizing the time interval of acceleration of motion, wherein the disclosed method for solving this statement is accomplished by using complex numbers directed toward negative values of mass, wherein the potential energy is given the volume of acceleration vectors in Cartesian coordinates, and it is not considered as a real number system.

[00196] The negative mass in the disclosed method is the volume of combustible fluid that is displaced and reduced by the occupying structure to be less than the working volume created by the movement of the crankshaft piston, and is calculated as follows: Negative mass = crankshaft piston surface area multiplied by the stroke distance minus the available combustion chamber volume).

[00197] The energy difference in such a work cycle in the presence of an occupying structure depends on time, with time becoming a direct variable in the output energy equation by modifying the value of the physical distance to a smaller virtual distance calculated in seconds rather than meters, where Work Energy = Mass force * Acceleration squared * T (W=1/2Mf*g2*t), where (t) is the time interval of the total acceleration to achieve the average speed of the movement under study.

[00198] Since various detailed modifications, variations and changes can be made in the described preferred embodiments of the invention, it is intended that all matters presented in the above description and shown in the accompanying drawings be construed as illustrative and not limiting. Accordingly, the scope of the invention should be determined by the appended claims and their legal equivalents.

Claims (52)

1. A mechanical cylinder system comprising: a cylinder comprising an internal chamber; a housing structure; and a crankshaft piston; in which the inner chamber of the cylinder is modified by a occupying structure having a compression chamber, wherein the occupying structure of the cylinder is made in the form of a cylindrical structure with a cavity as a floating piston; wherein the occupying structure provides a surface for interaction with the compression chamber, and wherein the occupying structure contains in its cavity a primary combustion chamber during the early stage of the power stroke, and wherein the occupying structure has an edge that separates the primary and secondary combustion chambers, wherein the combustion pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during the early portion of the expansion stroke and to a larger surface area of the crankshaft piston during the late portion of the expansion stroke, and wherein the combustion pressure applied to the occupying structure applies a resultant force to the occupying structure in the direction of the crankshaft piston during the early portion of the expansion stroke and in the opposite direction during the late portion of the expansion stroke, wherein the surfaces of the occupying structure and the crankshaft piston are designed in such a way that during the expansion stroke, disengagement occurs between the occupying structure and the crankshaft piston; wherein the movement of the occupying structure during the early part of the expansion stroke creates a suction force for the compressed fluid into the compression chamber. 2. The system according to item 1, characterized in that the edge, which is under pressure in the cavity of the occupying structure, causes the progressive advancement of the occupying structure in the cylinder, interacting with the combustible fluid medium for space and causing a lower need for the fluid medium being taken in and displacement. 3. The system according to item 2, characterized in that the need for displacement of the fluid during the power stroke is less than the sum of the volume of the combustion chamber of the cylinder and the working volume of the crankshaft piston during the power stroke. 4. The system according to item 2, characterized in that the dimensions of the surface of the occupying structure and the crankshaft piston balance the combustion forces in such a way that disengagement occurs without mechanical influence during the working stroke. 5. The system according to item 1, characterized in that the occupying structure responds to the force application mechanism. 6. The system of claim 5, wherein the force application mechanism responds to the position of the throttle valve via throttle position sensors in such a way that one or more forces applied to the occupying structure depend on the position of the throttle valve. 7. The system according to claim 5, characterized in that the force application mechanism is designed with the possibility of applying a retraction force to the occupying structure during the expansion stroke. 8. The system according to claim 5, characterized in that the force application mechanism is designed with the possibility of applying a force of advancement to the occupying structure during the expansion stroke. 9. The system according to claim 8, characterized in that the system is designed with the possibility of providing acceleration of the engine by applying a pushing force to the occupying structure. 10. The system according to claim 5, characterized in that turbocharging or supercharging of the fluid is part of the force application mechanism. 11. The system according to item 5, characterized in that the force application mechanism includes an electromagnetic activator. 12. The system according to paragraph 5, characterized in that the force application mechanism includes a hydraulic system made in the form of engine cylinders designed to compress a fluid medium. 13. The system according to claim 1, characterized in that the advancement of the occupying structure performs decompression of a portion of the compressed fluid medium remaining in the compression chamber, providing a cooling effect for the cylinder head. 14. The system according to claim 1, characterized in that the compression of the fluid begins in the compression chamber during the working stroke. 15. The system of claim 1, wherein the partially compressed fluid in the compression chamber is ejected and decompressed into the primary combustion chamber during the late portion of the expansion stroke. 16. A method for introducing an occupying structure into a cylinder system, where the system includes a cylinder including an internal chamber, and the system includes a crankshaft piston; the method includes modifying the internal chamber of the cylinder using an occupying structure such that the pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during the early portion of the expansion stroke and to a larger surface area of the crankshaft piston during the late portion of the expansion stroke; and performing the action of increasing the pressure in the cavity of the occupying structure to apply pressure to both the occupying structure and the piston of the crankshaft in such a way that the occupying structure is accelerated in the direction of the crankshaft during the early stage of the power stroke and in the opposite direction during the late stage of the power stroke due to the change in the direction of the resultant force applied to the surfaces of the occupying structure; and where the occupying structure of the cylinder is made in the form of a cylindrical structure with a cavity as a floating piston; wherein the occupying structure includes a cylindrical body for placement in the inner chamber, wherein the cylindrical body defines a first cavity of the primary chamber and a second cavity of the secondary chamber; and where the occupying structure interacts with the fluid medium to fill the volume, which is the working volume, by means of the movement of the crankshaft piston during the expansion stroke. 17. A mechanical cylinder containing: a mechanical cylinder comprising an internal chamber into which a fluid is introduced, and a crankshaft piston designed to perform reciprocating motion in the inner chamber; And a cylinder occupying structure which is made in the form of a cylindrical structure with a cavity as a floating piston, wherein the occupying structure is alternately advanced into and drawn out of the inner chamber of the cylinder in accordance with the reciprocating movement of the crankshaft piston, and wherein the occupying structure contains in its cavity a primary combustion chamber during the early stage of the power stroke, and wherein the occupying structure has an edge that separates the primary and secondary combustion chambers, and wherein the combustion pressure applied to the crankshaft piston is applied to a smaller surface area of the crankshaft piston during the early portion of the expansion stroke and to a larger surface area of the crankshaft piston during the late portion of the expansion stroke, and wherein the combustion pressure applied to the occupying structure applies a resultant force to the occupying structure in the direction of the crankshaft piston during the early portion of the expansion stroke and in the opposite direction during the late portion of the expansion stroke; and in which the surfaces of the occupying structure and the crankshaft piston are designed in such a way that during the expansion stroke, disengagement occurs between the occupying structure and the crankshaft piston; and in which the four strokes of suction, compression, combustion and exhaust are completed in two cycles of the reciprocating motion of the crankshaft, and in which the compression of the fluid occurs in the primary combustion chamber of the occupying structure. 18. A mechanical engine system comprising: a plurality of cylinders located in an engine block, a force application mechanism including a turbocharger pump or a supercharger pump or an electromagnetic actuator, and a throttle valve; and wherein the engine block includes crankshaft piston position sensors; and wherein the engine cylinder includes an internal chamber; an occupying structure; a crankshaft piston; a first fluid inlet; and a second fluid inlet; and wherein the inner chamber of the cylinder is modified by an occupying structure having a compression chamber; and in which the occupying structure provides an interaction surface with the compression chamber; and in which the occupying structure has an edge in its cavity that separates the primary and secondary combustion chambers, and in which the occupying structure contains in its cavity a primary combustion chamber during the early stage of the power stroke, and wherein the first fluid inlet comprising the nozzle and the valve discharges fluid into the compression chamber on each reciprocating cycle, and wherein the second fluid inlet, comprising a nozzle and a valve, discharges pressurized fluid into the cylinder in selective reciprocating cycles in response to the force application mechanism.