WO2010088750A1

WO2010088750A1 - Supercompressed air engine

Info

Publication number: WO2010088750A1
Application number: PCT/BR2010/000041
Authority: WO
Inventors: Antônio DARIVA
Original assignee: Dariva Antonio
Priority date: 2009-02-06
Filing date: 2010-02-05
Publication date: 2010-08-12
Also published as: BRPI0900439A2; AR075370A1

Abstract

The present invention refers to a supercompressed air engine provided with a new explosion system that uses atmospheric compressed air inside a high precision chamber using cold compressed air at -6°C, and in view of its geometric and scientific shape it is transformed into mechanic power to actuate an assembly comprised of a piston, a mobile arm and a primary drive gear and a secondary gear, thus providing motive power to generate electric power, as well as for other purposes.

Description

SUPERCOMPRESSED AIR ENGINE TECHNICAL FIELD

The present invention refers to a supercompressed air engine provided with a new explosion system that uses atmospheric compressed air inside a high precision chamber using cold compressed air at -6⁰C, and in view of its geometric and scientific shape it is transformed into mechanic power to actuate an assembly comprised of a piston, a mobile arm and a primary drive gear and a secondary gear, thus providing motive power to generate electric power, as well as for other purposes. BACKGROUND OF THE INVENTION

There are several types of engines used for driving vehicles. Most of the vehicles use a gasoline- propelled internal combustion engine. In the combustion chamber of the engine, a mixture of gasoline vapor and air is compressed and ignited by a spark from the spark plugs. The produced gases expand and do their work and are then eliminated through the exhaust pipe, thus completing a cycle that is repeated again.

An engine that uses gasoline as fuel operates by burning a mixture of gasoline vapor and air inside a cylinder. For this reason, it is also called an internal combustion engine. When the air and fuel mixture burns, hot gases are formed. They expand quickly and push the inner parts of the engine, thus moving same. This movement can either drive propellers or operate machines. The power of an explosion engine, i. e., the work it can produce, is generally expressed in horse-power or watts. The explosion engines are compact and light compared to the power they generate, and this is why they are mostly used in vehicles, automobiles, grass-mowers, motorcycles, buses, airplanes and small-size boats. Also, the explosion engines can function as portable electric plants - for example, to supply energy to actuate pumps and other machines in farms.

There are two main types of explosion engines: alternating movement engines or reciprocating engines and rotary engines. The reciprocating engines have plungers that either move up and down or frontward and backward. A part known as crankshaft transforms this alternating movement into a circular rotary movement that actuates the wheels. A rotary engine, also known as Wenkel engine, uses rotors instead of pistons. The rotors produce the rotary movement directly.

The explosion engines operate either in a two- stroke or a four-stroke cycle. One cycle, or the way the engine operates, means the steps that should be repeated for the combustion of the air-fuel mixture in the cylinders. The strokes are the forward and backward movements of the plungers. A four-stroke engine has a cycle comprised of the aspiration or admission stroke; compression, combustion or explosion; and gas expulsion or exhaust. In a two-stroke engine, the cycle is performed by combining the admission and compression strokes with the explosion stroke, when the explosion stroke ends. Even though two-stroke engines have a low efficiency, they are simpler to construct and less expensive than a four-stroke engine, and are used where a low cost is relevant, such as, for example, in a grass-mower. A two-stroke engine develops more power in relation to the weight and dimension than a four-stroke engine. Each cylinder in a two-stroke engine produces an explosion at every turn of the crankshaft. But in a four-stroke engine a cylinder produces an explosion every two turns of the crankshaft. When a piston moves upward in a cylinder, it compresses the air-fuel mixture in the combustion chamber. A figure known as compression ratio indicates the ratio of the compressed mixture. A high compression engine may exhibit a compression ratio of ten to one. Such an engine compresses the mixture at 1/10 of its original volume. A low compression engine exhibits an eight to one ratio.

High compression engines burn gasoline more efficiently than low compression engines. However, the high compression engines need gasoline with a high octane number. Most of the gasoline containing a high octane number contain lead additives that damage the so-called catalytic converting devices that are placed in the exhaustion system in order to remove pollutants. Early in the 1970' s, for this and other reasons, the manufacturers reduced the compression ratios - and the need of high octane level - of the engines of vehicles. DISCLOSURE OF THE INVENTION

Thus, after a long period of study, the inventor has developed a supercompressed air engine comprised of shafts and gear assemblies that replace the traditional crankshaft of the engines, the eccentric thereof being coupled to the primary drive gear, transferring its power to the secondary gear and multiplying its revolution and power with the same power equivalence of the current shafts, using the mobile eccentric arm that is coupled to the pistons provided with mobile chamber in the head of the piston that is set into motion by the new power developed by the compressed air, thus transforming the new energy into a power higher than hydrogen (H) , the atmospheric pressure being transferred as weight when the air is compressed, and thus it is heated and the heat is turned into power so that the air is spent as power, said power being equivalent to a higher value than the mechanic equivalent thereof, the resulting Joss being transformed in a mobile explosion chamber that is shaken when the pressure from compressed air hits the same, said mobile chamber being located on the wall of the engine headstock and on the piston head/ thus forming a fixed chamber and a mobile chamber, so that the raw material of the chamber is moved when the piston is actuated, thus generating fatigue and friction, also generating turbulence and heating intensively the piston head the sides of which are prevented from contacting the cylinder of the sleeve, thus eliminating all the side friction and heating of the sleeve itself, and when the piston goes down it starts admitting a small amount of air with small pressure that freezes αnside the cylinder and reaches -6°C (negative) when the piston reaches the bottom dead center and starts going up towards the higher dead point and the air starts heating the mobile chamber that is on the piston head, the mobile chamber starts rotating and generates a swirl and friction with the air due to the speed the piston goes up and the movement of the mobile chamber itself that swirls the frozen air, and when the piston reaches the higher dead point the two chambers collide with the high pressure and the air pressure that was at -6°C (negative) and turn same into 1,200⁰C (positive), so that then the 1 kg pressure admitted by the cold piston turns into 20 kg power at the time of the explosion, thus transforming the compressed air into power by generating a power higher than any sort of calorific power.

The connecting rod is actuated by the piston that receives the compressed air on the upper section thereof, thus being urged against the sleeve and being transferred to the eccentric gear, thus multiplying its revolution through the smaller gear and transforming the same into motive power with double revolution from the top dead center to the bottom dead center of the connecting rod.

The connecting rod is actuated by the piston that has already been subject to compressed air and through its movement from the bottom dead center to the top dead center is returning to the environment the air that it received therefrom with pressure, thus transforming the work into motive power. DESCRIPTION OF THE DRAWINGS In order to fully understand what has been developed, illustrative drawings are attached hereto, wherein numerals are shown in conjunction with a detailed description hereinbelow, wherein:

Figure 1 shows the operation of connecting rod number 5 that is actuated by piston number 2 that is subject to the compressed air pressure on the upper portion thereof, thus being urged against sleeve number 1 and transforming the same for eccentric gear number 4 that replaces the traditional crankshaft of the current engines and multiplies its revolution through smaller gear number 6 thus transforming it into motive power with double revolution from the top dead center to the bottom dead center of the connecting rod;

Figure 2 shows to the movement of a connecting rod number 3 that is actuated by piston number 2 that has already received the compressed air pressure and, through its movement from the bottom dead center to the top dead center, is returning to the environment the air that it received therefrom, wherein the pressure transforms the work into motive power.

Figure 3 shows the gear assembly that replaces the traditional crankshaft and transforms power in an improved way without the loss that is generated by the friction of the caps; drive gear is provided with eccentric pin number 2 and tensioned gear number 3 and eccentric arm of connecting rod number 4;

Figure 4 shows the eccentric connecting rod with a folded power lever with bearing 1 and rolling number 1 and bearing that replaces cap number 2;

Figure 5 shows the sleeve and piston that make out the drive assembly and transmits the whole motive power to the eccentric connecting rod. Number 1: sleeve of the cylinder block.

Number 2: piston and pin of connecting rod. Figure 6 shows the piston assembly with a spherical rotary chamber attached to the cylinder. It shows the piston in the sequence of atmospheric air admission downward and admission of 1 kg pressure air through channel number 5, the air inlet being closed when it reaches the bottom dead center and starts the 1 kg pressure at -6⁰C

(negative) , and when the mobile arm is turned to the top dead center it closes the injecting nozzle and starts heating the air inside the cylinder through rotary chamber number 1. When the piston is on top, the temperature of the air is over 1,200⁰C with a 20 kg pressure. At this time, the mobile arm is already in the driving position for the bottom dead center, generating motive power in the gear assembly. Power difference: the piston admits 1 kg and receives a 20 kg power in the explosion chamber without consuming mechanic power. Number 1: combustion chamber and mobile rotary heating with spherical bearing on the upper base and explosion chamber. Number 2: piston showing linking of the rotating chamber with an electromagnet. Number 3: cylinder of the engine with temperature friction insulation. Number 4: side chamber of the sleeve with 1 kg atmospheric air pressure. Number 5: atmospheric air inlet channel actuated by electronic injection.

As shown in the drawings, it can be seen that the supercompressed air engine is characterized in that shafts and gear assemblies replace the traditional crankshaft of engines, the eccentric thereof being coupled to the primary drive gear, transferring its power to the secondary gear and multiplying its revolution and power with the same power equivalence of the current shafts, using the mobile eccentric arm that is coupled to the pistons provided with mobile chamber in the head of the piston that is set into motion by the new power developed by the compressed air, thus transforming the same into a power higher than hydrogen (H) , the atmospheric pressure being transferred as weight when the air is compressed, and thus it is heated and the heat is turned into power so that the air is spent as power, said power being equivalent to a higher value than the mechanic equivalent thereof, the resulting loss being transformed in a mobile explosion chamber that is shaken when the pressure from compressed air hits the same, said mobile chamber being located on the wall of the engine headstock and on the piston head; thus forming a fixed chamber and a mobile chamber, so that the raw material of the chamber is moved when the piston is actuated, thus generating fatigue and friction, also generating turbulence and heating intensively in the piston head the sides of which are prevented from contacting the cylinder of the sleeve, thus eliminating all the side friction and heating of the sleeve itself, and when the piston goes down it starts admitting air with low pressure that freezes inside the cylinder and reaches -6°C (negative) when the piston reaches the bottom dead center and starts going up towards the higher dead point and the air starts heating the mobile chamber that is on the piston head, the mobile chamber starts rotating and generates a swirl and friction with the air due to the piston rising speed and the movement of the mobile chamber itself that swirls the frozen air, and when the piston reaches the higher dead point the two chambers collide with the high pressure and the air pressure that was at -6⁰C (negative) and turn same into 1,200⁰C

(positive) , at this moment the 1 kg pressure admitted by the cold piston turns into 20 kg power at the time of the explosion, thus transforming the compressed air into power by generating a power higher than any sort of calorific power.

The connecting rod (5) is actuated by the piston (2) that receives the air compressed on the upper section thereof, thus being urged against the sleeve (1) and being transferred to the eccentric gear (4) , thus multiplying its revolution through the smaller gear (6) and transforming the same into motive power with double revolution from the top dead center to the bottom dead center of the connecting rod. The connecting rod (3) is actuated by the piston that has already been subject to compressed air and through its movement from the bottom dead center to the top dead center is returning to the environment the air that it received therefrom with pressure, thus transforming the work into motive power.

Based on what has been described, it can be noticed that the supercompressed air engine may be used in engines propelled by several types of fossil fuels, such as: Gasoline, Diesel Oil, Alcohol, Nitrogen, Kerosene and the like, since it is innovative and not found in the prior of art, and is embodied within the criteria that define the present patent. Its claims are as follows.

Claims

1. A supercompressed air engine, characterized in that shafts and gear assemblies replace the traditional crankshaft of engines, the eccentric thereof being coupled to the primary drive gear, transferring .its power to the secondary gear and multiplying its revolution and power with the same power equivalence of the current shafts, using the mobile eccentric arm that is coupled to the pistons provided with mobile chamber in the head of the piston that is set into motion by the new power developed by the compressed air, thus transforming same into a power higher than hydrogen (H) , the atmospheric pressure being transferred as weight when the air is compressed, and thus it is heated and the heat is turned into power so that the air is spent as power, said power being equivalent to a higher value than the mechanic equivalent thereof, the resulting loss being transformed in a mobile explosion chamber that is shaken when the pressure from compressed air hits the same, sa.id mobile chamber being .located on the wall of the engine headstock and on the piston head; thus forming a fixed chamber and a mobile chamber, so that the raw material of the chamber is moved when the piston is actuated, thus generating fatigue and friction, also generating turbulence and heating intensively the piston head the sides of which are prevented from contacting the cylinder of the sleeve, thus eliminating all the side friction and heat.i ng of the sleeve itself, and when the piston goes down it starts admitting air with low pressure that freezes inside the cylinder and reaches -6°C (negative) when the piston reaches the bottom dead center and starts going up towards the higher dead point and the air starts heating the mobile chamber that is on the piston head, the mobile chamber starts rotating and generates a swirl and friction with the air due to the piston rising speed and the movement of the mobile chamber itself that swirls the frozen air, and when the piston reaches the higher dead point the two chambers collide with the high pressure and the air pressure that was at -6°C (negative) and turn same into 1,200⁰C (positive), so that then the 1 kg pressure admitted by the cold piston turns into 20 kg power at the time of the explosion, thus transforming the compressed air into power by generating a power higher than any sort of calorific power.

2. A supercompressed air engine, characterized in that a connecting rod (5) is actuated by the piston (2) that receives the air compressed on the upper section thereof, thus being urged against the sleeve (1) and being transferred to the eccentric gear (4), thus multiplying its revolution through the smaller gear (6) and transforming same into motive power with double revolution from the top dead center to the bottom dead center of the connecting rod.

3. A supercompressed air engine, characterized in that the connecting rod (3) is actuated by the piston (2) that has already been subject to compressed air and through its movement from the bottom dead center to the top dead center is returning to the environment the air that it received therefrom with pressure, thus transforming the work into motive power.