Gyroscopic internal combustion engine

Abstract

An internal combustion engine, configured in the form of an enclosed powered flywheel, operating in a horizontal plane, which functions both as an on-board gyroscope, to stabilize a vehicle from rolling over, and to simultaneously provide vehicular locomotion, through a power train, with the flywheel rotated by at least one fueled piston, of a hosting combustion chamber, internal to the flywheel.

Claims

1. An internal combustion engine comprising; (A) a flywheel system of a vehicle, operating in a horizontal plane and functioning both as an on-board gyroscope to stabilize a vehicle from rolling over and simultaneously providing vehicular locomotion; (B) a flywheel containing at least two opposing combustion chambers, each hosting a rotating piston assembly, with each piston having a connected extension, engaging a respective offset cam of a cam shaft, which is static during the application of fuel usage and freely spinning at all other times by the release of a first clutch plate attached to the cam shaft from opposing second clutch plate secured to a stationary anchor, under control of a data processor; (C) a flywheel extension opposite a flywheel centered cam shaft in the form of a flywheel centered drive shaft of a lesser diameter than the flywheel and directly connected to a first motor-generator, which, in fueled operation, through a data processor controlled bi-directional current flow switch, passes current flow to at least one mechanically connected second motor-generator assembly over a supply line to directly drive at least one traction wheel of a vehicle; (D) the flywheel encased by a cooling jacket, the cooling jacket either: (i) being in a closed circuit loop with a cooling radiator and a liquid circulating pump to facilitate engine cooling, or (ii) having an input port connected to a forced air blower to facilitate engine cooling and an exhaust port to expel spent engine heated air from the cooling jacket.

2. The internal combustion engine of claim 1, wherein the flywheel which rotates to store kinetic energy as an alternate power source in the absence of energy produced by an ignited fuel.

3. The internal combustion engine of claim 1, wherein fuel combustion through ignition by an electrical system is controlled by the data processor.

4. The internal combustion engine of claim 1, comprising combustion, of a fueled atmosphere, to the point of ignition through compression, in a cylinder, by each piston, driven by the respective cam, of the cam shaft, controlled by the data processor.

5. The internal combustion engine of claim 1, comprising fuel insertion into each combustion chamber through carburization.

6. The internal combustion engine of claim 1, comprising fuel insertion into each combustion chamber through injection.

7. The internal combustion engine of claim 1, wherein fuel usage alternates with stored, rotational kinetic energy of the flywheel to power a vehicle under control of information fed from at least one remote sensor of the data processor.

8. The internal combustion engine of claim 1, comprised of at least one data processing program, resident to the data processor, hosting a series of remote connected sensors which monitor, at least, operating parameters, of coasting, braking, idling and rolling motion of a vehicle, to efficiently modulate burning of fuel, in ratio to vehicle powering kinetic energy of the flywheel.

9. The internal combustion engine of claim 1, comprising the rotation of the flywheel by the at least one second mechanically connected motor-generator, powered by the first motor-generator, rotationally energized by rolling motion of the at least one mechanically connected, tractioned drive wheel of a host vehicle.

10. The internal combustion engine of claim 1, comprising engine starting by spinning the flywheel.

11. The internal combustion engine of claim 1, comprising engine starting by spinning the flywheel with at least one mechanically connected ancillary energy producing source, including an electric motor powered by a battery.

12. The internal combustion engine of claim 1, comprising engine starting by spinning the flywheel with at least one mechanically connected ancillary energy producing source, including a tensioned spring.

13. The internal combustion engine of claim 1, comprising the first clutch plate of the cam shaft configured to disengage the flywheel from a load to freely spin using stored kinetic energy.

14. The internal combustion engine of claim 1, wherein fuel usage alternates with stored, rotational kinetic energy of the flywheel, under control of at least one data processor program, resident to the data processor, to provide locomotion to a host vehicle.

15. The internal combustion engine of claim 1, comprised of the first motor-generator utilizing the rotating kinetic energy of the flywheel to power at least one electric motor mechanically connected to the at least one tractioned drive wheel of a host vehicle for vehicular locomotion.

16. The internal combustion engine of claim 1, wherein the data processor modulates the ratio of ignited fuel to power the flywheel versus the use of kinetic energy stored in the flywheel to propel a host vehicle, to maximize the efficient use of ignited fuel.

17. The internal combustion engine of claim 1, wherein the data processor modulates the bi-directional flow of energy between the first motor-generator, and the at least one mechanically connected motor-generator of the at least one traction wheel.

18. The internal combustion engine of claim 1, comprising a magneto to power an electrical ignition system, in addition to the data processor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1, shows a block diagram of a gyroscopic internal combustion engine operating system.

(2) FIG. 2, shows a cross section of an air cooled gyroscopic internal combustion engine system.

(3) FIG. 3, shows a cross section of a liquid cooled gyroscopic internal combustion engine system.

DESCRIPTION OF AN EMBODIMENT

(4) FIG. 1, shows a block layout of internal combustion flywheel engine E, and its operating system.

(5) Drive shaft DS1, connects flywheel FW1, of engine E, to motor-generator MG1, which, through supply line PL1, and bi-directional current flow modulator PM1, controlled by data processor DP1, over signal line L1, powers motor-generator drive wheel assemblies MG2-DW1, and MG3-DW2.

(6) Data from built-in sensors DS2 and DS3, of respective motor-generator drive wheel assemblies MG2-DW1, and MC3-DW2, along with engine sensor ES1, braking sensor BS1, and fuel feed sensor FS1, working in concert, enable connected data processor, DP1, through its operating program, to determine the back and forth bi-directional current flow between motor-generator MG1, and motor-generator drive wheel assemblies, MG2-DW1, and MG3-DW2.

(7) When fossil fuel is not being burned to spin flywheel FW1, of engine E, while a host vehicle is in motion, energy is reverse fed from motor-generator drive wheel assemblies MG2-DW1 and MG3-DW2, to power flywheel engine motor-generator MG1, through supply line PL1, and bi-directional current modulator PM1, under control of data processor DP1, through signal line L1.

(8) This function accelerates the rotation of engine E, flywheel FW1, also of FIGS. 2, and 3, as a means to store energy for later use, and reduce the burning of fossil fuel.

(9) At a stop light, or in a traffic backup, fossil fuel burning is temporarily suspended, without loss of performance, since stored rotating energy of engine E, flywheel FW1, provides ready acceleration when vehicle motion is resumed.

(10) Clutch control CC1, function of data processor DP1, determines when to disengage cam shaft CS1, from mounting base MB1, of FIGS. 2, and 3, allowing flywheel FW1, to freely spin, in the absence of fossil fuel usage, as a means to reduce drag by respective pistons PC1, and PC2, working against static cams C1, and C2, of cam shaft CS1, also of FIGS. 2, and 3.

(11) Arrows on sensor control lines of FIG. 1, feeding data processor DP1, indicate the direction of signal flow, and arrows on supply line PL1, also of FIG. 1, indicate bi-directional current flow.

(12) FIG. 2, shows a profiled cross section of flywheel engine E, with flywheel FW1, encased by combination enclosure-cooling jacket CJ1.

(13) Combustion chambers CB1, and CB2, of flywheel FW1, host respective rotating piston assemblies PC1, and PC2, which engage respective cams C1, and C2, of cam shaft CS1.

(14) Fuel is fed into combustion chambers CB1, and CB2, through respective input ports FP1, an FP2.

(15) Drive shaft DS1, of flywheel engine E, turns under power, during fuel usage, when cam shaft DS1, is held static by mounting base MB1, through engaged clutch CP1.

(16) With clutch CP1, disengaged, in the absence of fuel burning, flywheel FW1, freely spins, and continues to energize motor-generator MG1, through drive shaft DS1, and power motor-generator drive wheel assemblies MG2-DW1, and MG3-DW2, of FIG. 1.

(17) Clutch CP1, disengages cam shaft CS1, under control of data processor DP1, to prevent the continuing compression of piston assemblies PC1, and PC2, hosted in respective combustion chambers CB1, and CB2, of flywheel FW1, which would otherwise burden and slow the rotation of flywheel FW1, thus siphoning off power needed to efficiently drive and rotate motor-generator MG1.

(18) Gear train GT1, connects drive shaft DS1, to starter motor ST1, powered by battery BA1.

(19) Gear Train GT3, connects magneto ME1, to drive shaft DS1.

(20) Spring starter motor SS1, is part of drive shaft DS1.

(21) Jacket CJ1, encasing flywheel FW1, provides the means to facilitate the cooling of engine E, with forced air through input port IP1, by blower BL1, powered by drive shaft DS1, through gear train GT2, with exhaust air expelled from cooling jacket CJ1, through duct D2.

(22) FIG. 3, shows a profiled cross section of flywheel engine E, with flywheel FW1, encased by combination enclosure-cooling jacket CJ1.

(23) Combustion chambers CB1, and CB2, of flywheel FW1, host respective rotating piston assemblies PC1, and PC2, which engage respective cams C1, and C2, of cam shaft CS1.

(24) Fuel is fed into combustion chambers CB1, and CB2, through respective input ports FP1, and FP2.

(25) Drive shaft DS1, of flywheel engine E, turns under power, during fuel usage, when cam shaft CS1, is held static by mounting base MB1, through engaged clutch CP1.

(26) With clutch CP1, disengaged, in the absence of fuel burning, flywheel FW1, freely spins, and continues to energize motor-generator MG1, through drive shaft DS1, and power motor-generator drive wheel assemblies MG2-DW1, and MG3-DW2, of FIG. 1.

(27) Clutch CP1, disengages cam shaft CS1, under control of data processor DP1, to prevent the continuing compression of piston assemblies PC1, and PC2, hosted in respective combustion chambers CB1, and CB2, of flywheel FW1, which would otherwise burden and slow the rotation of flywheel FW1, thus siphoning off power needed to efficiently drive and rotate motor-generator MG1.

(28) Gear train GT1, connects drive shaft DS1, to starter motor ST1, powered by battery BA1.

(29) Gear train GT3, connects magneto to drive shaft DS1.

(30) Spring starter motor SS1, is part of drive shaft DS1.

(31) Further connected to engine E, drive shaft DS1, is gear train GT2, which powers liquid cooling pump CP1.

(32) Flywheel engine E, with cooling jacket CJ1, in a closed loop with radiator CR1, and pump CP1, are connected respectively through ducts CD1, CD2, and CD3, to facilitate engine liquid cooling.

IN CONCLUSION

(33) The drawings and concepts depicted and described herein, are just one means, of many, for implementing the claims of this invention.