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The Parallel Combustion Two-Stroke (PC2S) Engine is a completely new approach to internal combustion engine development.

Based on the motion characteristics of a simple gear-shaft mechanism, conventional operating and combustion dynamics are thoroughly transformed. Starting with the connecting rod which is now able to move in a linear path, two independent chambers are created in the operating cylinder. Separated by a piston, these chambers are both connected to an external combustion chamber mounted parallel to the operating cylinder. This results in numerous operating advantages which capture the most important features of nearly all prior engine art and which utilize natural motion and pressure forces to facilitate intake, fuel injection, and exhaust.

First, this mechanical configuration creates an engine that operates on a two-stroke cycle but with many of the advantages of a four-stroke engine. Second, it operates as an internal combustion engine but with many of the advantages of an external combustion engine. And third, it operates as a reciprocating piston engine but with the dynamic balance of a rotary engine. As a result of these operating characteristics, the PC2S has all the attributes of a low emission, high efficiency power-plant that eliminates all the major weaknesses associated with the Otto four-stroke engine, with modern two-stroke engines, and with the Wankel rotary engine.

Two-Stroke Operation:
Because the PC2S has a separate combustion chamber, the combustion stroke occurs simultaneous, or parallel, to the intake and exhaust strokes and the expansion (or power) stroke occurs simultaneous to the compression stroke. Therefore, the PC2S operates on a two-stroke cycle whereby there is one power stroke for each complete revolution of the output shaft. But unlike prior two-stroke art, each stroke is separate and distinct without overlap. This eliminates the major sources of combustion inefficiency and hydrocarbon emissions associated with two-stroke engines and therefore significantly increases operating efficiency and emissions control over existing two-stroke designs.

Also, because the PC2S operates on a two-stroke cycle, it eliminates the two pumping strokes requires for intake and compression in the Otto four-stroke engine. Therefore, the pumping and mechanical friction losses associated with these two strokes are eliminated and operating efficiency is increased compared to four-stroke engines.

Combustion Efficiency:
The PC2S engine adds significantly to combustion efficiency through increased time of combustion, increased control of mixing, and through a true constant volume combustion process. Since the combustion process begins in an adjacent chamber as the piston begins its upward exhaust stroke, there is significantly more time for the combustion process than in two and four-stroke engines and combustion takes place entirely at a constant volume. Therefore, there is increased control of the air/fuel ratio, of the physical mixing of air and fuel, and of compression and timing. All of these factors contribute to a more complete combustion process approaching the thermodynamic efficiency of external combustion engines such as the Sterling. In addition, the combustion cycle approaches the ideal cycle represented in thermodynamic constant volume models.

Mechanical Friction Losses:
The PC2S engine reduces mechanical losses in two ways. First, it utilizes a simple hypocycloid gear system to convert reciprocating piston motion to rotary output motion. Unlike crankshafts, the hypocycloid linear gear drive can be dynamically balanced for all operating speeds. This makes it dynamically equivalent to a rotary engine and results in reduced engine weight by eliminating the vibration of unbalanced forces. Second, the linear rod motion created by the hypocycloid system eliminates nearly all piston sidewall force and the resulting friction. These two factors result in significantly reduced energy loss to friction and significantly reduced engine wear.

Cooling Losses:
Because the auxiliary combustion chamber isolates combustion heat from all lubricants and moving parts except for two valves, the need for a cooling system is eliminated and the retention of heat is actually promoted, thereby approaching adiabatic operation. Only the valves are directly exposed to combustion and the technology for producing high temperature valves is readily available.

Lubrication:
Because intake air is drawn directly into the sealed chamber below the piston and not through the gear case, there is no need to mix a lubricant with the fuel as in existing two-stroke engines, thereby eliminating another source of two-stroke emissions.

Also, because the linear gear drive mechanism and its lubricants are sealed in the gear case uncontaminated by the products of combustion, the primary purpose for periodic oil changes is eliminated. Therefore, high quality synthetic lubricants can be used and would rarely have to be replaced.

In addition, the need for lubricating the operating cylinder has been removed by eliminating piston sidewall forces and by sealing the piston with teflon (PTFE) or tribology coated piston rings. The technology in PTFE and tribology coatings is highly developed with many years of commercial experience in high-temperature applications.

Fuels:
Because the PC2S combustion process is more highly controlled and separate from the working cylinder and its sensitive moving parts, this engine is an especially good candidate for multi-fuel operation. Conversion between renewable fuel, liquid fuels, and conventional fuel should prove relatively simple and the PC2S should be especially suited to control the problems associated with hydrogen fuel.

Design Constraints:
Conventional design parameters and constraints such as bore to stroke ratio, piston speed, and internal surface area appear to be partially or wholly irrelevant in PC2S engine design. First, the moving parts are dynamically balanced at all operating speeds, therefore, the importance of a short stroke and reduced piston momentum is minimized. In addition, since the piston is a relatively thin, lightweight disk, since the connecting rod is a small diameter cylinder, and since combustion occurs in a parallel chamber at constant volume and area, the bore to stroke ratio can be maximized for considerations other than piston and rod momentum and the volume and area of the combustion chamber can be optimized strictly for combustion considerations.

Manufacturing:
Although the hypocycloid mechanism lacks the development and operating history of the crankshaft mechanism and, therefore, leaves certain design and manufacturing challenges to be overcome, this should not present a serious drawback since it is a relatively simple mechanism utilizing conventional technology. All other aspects of the PC2S engine also draw on conventional technology and require no exotic materials or processes.

Cylinder Configurations:
A single linear gear drive mechanism, which is at the heart of the PC2S engine, can provide for one, two or four power cylinders. One or more drive mechanisms can be connected in series to create an engine with virtually any number of cylinders. The simplest and most efficient design is the opposed two-cylinder configuration.

Although the PC2S engine is generally undeveloped and untested, it promises to be a rugged, versatile, clean burning, economical powerplant which may initially prove ideal for electric power generation in remote locations or in hybrid electric automobiles. Through continued development and testing, the PC2S might also evolve into a rugged, high-performance powerplant for automotive application.

Note: Two patents have been issued on the PC2S engine. The first patent describes the mechanical configuration and operating cycle. The second patent describes an innovative intake arrangement and a means for simple fuel injection.

Special: The representation shown of the PC2S Engine omits some details and is not to scale.

A qualified partner for joint venture in further development, testing and marketing.

Contact: Dick Rucker	Title:
Organization:
Address: 3131 East Legacy Drive #2115, Phoenix, AZ 85042
Phone: 602 268-7455
e-mail: rdrariz@cox.net Homepage: http://www.inventionconnection.com/BOOTHS/booth153.html

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