Combustion driven device featuring multi-chamber airflow

(21) Filing Number: 368153 (51) Int.Cl.

B25C 1/08 (2006.01) F02B 71/00 (2006.01)

Patent Office of the Republic of Poland (22) Date of filing: May 21, 2004 (54)

Multi-chamber internal combustion engine (30)

Priority:

(73) The right holder of the patent:

2003-05-23, US, 10 / 444,476

ILLINOIS TOOL WORKS INC., Glenview, US (43) Application announced:

November 29, 2004 BUP 24/04 (72) Inventor (s):

CHRISTIAN PAUL A. RICORDI, Bourg-les-Valence, FR (45) The grant of the patent was announced:

30.03.2012 WUP 03/12 (74)

Proxy:

item. stalemate. Urszula Sierpińska

PL 210 873 B1

Description of the invention

The present invention relates to a multi-chamber combustion engine used in conjunction with fastener tightening devices.

Diesel driven devices are well known in the art. A practical application of this technology is devices for tightening fasteners. One known type of such device, also known under the IMPULSE® brand, for driving fasteners into workpieces is described in US Patents Nos. 32,452 and US Patents 4,522,162; 4,483,473; 4,483,474; 4,403,722; 5,197,646 and 5,263,439, which will be incorporated herein by reference. Similar combustion powered devices for driving nails and staples are available from ITW-Paslode of Vernon Hills, Illinois, USA under the IMPULSE® brand and from ITW-SPIT of Bourg-les-Valence, France under the PULSA® brand.

Such devices usually have a pistol-shaped housing in which a small internal combustion engine is housed. The engine is powered by a canister containing fuel in the form of compressed gas, known as a fuel cell. The battery-powered electronic distributor generates the ignition spark, and the fan, located in the combustion chamber, ensures both efficient combustion in the chamber and improves the auxiliary combustion process. Such a secondary process may include: supplying fuel to the combustion chamber, mixing the fuel with air within the chamber, and removing combustion products. In addition to the auxiliary process, the fan is also used to cool the tool and increase the consumption of combustion energy.

The internal combustion engine comprises a sliding piston with an elongated, rigid drive arm disposed within a cylindrical body. A valve sleeve surrounds the cylinder and through the connection it moves to close the combustion chamber as the piece, at the other end of the connection, is pressed into the workpiece. This thrust also actuates the fuel metering valve which introduces a predetermined amount of fuel into the closed combustion chamber.

The trigger is also actuated, creating a spark that ignites the gas mixture inside the engine's combustion chamber. Upon ignition of a flammable fuel-air mixture, combustion in the exhaust gas chamber accelerates the piston-drive-arm assembly, which is projected downward and strikes the localized fastener, introducing it into the workpiece. The piston returns to its original position, or "ready" position, due to the differential pressure of the gases inside the cylinder. The fasteners are "magazine" fed to the top portion where they are held in position, awaiting impact from the driving arm.

Single-chamber appliances are effective in achieving a fast combustion cycle. Single combustion chamber devices are effective in carrying out the auxiliary processes described previously, in particular, mixing fuel with air within a single combustion chamber, and removing combustion products. However, single-chamber combustion devices are not able to achieve as high peak combustion pressures as are achieved by other gas-powered combustion devices.

Devices with two or more combustion chambers are also known. These devices can achieve a much higher combustion pressure and therefore generate much more combustion energy than devices with a single combustion chamber. Multi-chamber devices typically have a first chamber connected to a second chamber. The first chamber is usually tubular in shape, but other shapes are also known in the art. The ignition source, which is typically a spark plug, is located or connected to the first chamber. One of the ends of the first chamber is also connected to the second chamber through a port or other opening connecting the two chambers. The orifice connecting the two chambers typically includes a non-return valve which remains typically closed to prevent pressure backflow from the second chamber to the first.

The fuel-air mixture in the first chamber is ignited at the closed end of the first chamber and causes the ignition to move from the front, back of the chamber, towards the passage. During ignition of the first batch of mixture, the remaining, unburned mixture is pushed into the second chamber, causing the fuel-air mixture to compress in the second chamber. When ignition has passed through the port and check valve, the mixture in the second chamber is also ignited. The combusted gas rapidly builds up the pressure inside the second chamber and closes the check valve to prevent pressure drop due to backflow of gases into the first chamber. The greater the compression ratio in the second chamber, the greater the combustion pressure

Used by the device as desired. The combustion pressure is further increased by restricting the path of the ignited gas between the first and second chambers.

The narrowed path between the chambers, however, makes fast communication of the mixture between the chambers difficult. Therefore, it is common practice in multi-chamber devices to supply fuel to both chambers, separately through a common fuel supply line with two openings. However, such an arrangement increases the complexity and cost of constructing the device, which is undesirable. The restricted flow between the chambers also reduces the ability of the device to vent exhaust gas from both chambers, thereby reducing the ability to fill the chambers with fresh outside air prior to fuel delivery. Accumulation of exhaust gases in the chambers reduces the ability of the device to complete repetitive combustion cycles. Alternatively, the restricted flow between the chambers requires additional time both for introducing mix into the chambers and for emptying the chambers of exhaust gas between cycles. This extra time can be negatively noticeable to the operator of the machine during operation.

Accordingly, it is desirable to obtain an efficient air flow between the chambers in a multi-chamber combustion device without sacrificing the increased combustion power obtained by the narrowed path between the chambers and without the need for an additional fuel supply line to the device.

The above remarks apply to devices with combustion engines, using a multi-chamber structure, with a fan in one of the chambers. The restricted air path occurs between the chambers during combustion, but during mixing, evacuation and cooling the flow is directed to avoid the constricted path between the chambers. The chambers are also connected by bypass ports, which may be closed during combustion so as to restrict the flow through the restricted passage, or open so as to allow mixing, evacuation and cooling between successive burns.

A multi-chamber internal combustion engine comprising a first chamber with at least one inlet provided on its wall and a second chamber, at least one of the chambers disposing a rotating fan, and including ignition means for igniting the exhaust gas in the first chamber, according to the invention is characterized by in that the first chamber is connected to the second chamber by means of a through passage located below the fan, the through passage has means to allow the ignited gas stream to pass from the first chamber to the second chamber, and at least one bypass separate from the through passage is provided on the wall of the first chamber below the rotary fan.

There is an inlet in front of the rotary fan.

At least one bypass port is provided on the wall of the first chamber between the inlet opening and the through passage.

The device according to the invention further comprises a piston chamber comprising a piston disposed inside the piston chamber and a second through passage connecting the second chamber to the piston chamber, the second through passage having means for driving the piston away from the second chamber by the combustion pressure in the second chamber.

The second chamber comprises a first end and an opposite second end, the second chamber having means for movably separating it from the first chamber and the piston chamber at the first and second ends, respectively.

The distance between the first chamber and the piston chamber is constant, and the movable connection of the second chamber restricts air flow from outside the device to the first chamber and the second chamber at the first and second ends.

The inlet is movably closed by at least one inlet seal restricting flow between the first chamber and the second chamber through the inlet.

The bypass passage is movably closed by at least one seal restricting the flow between the first chamber and the second chamber through the bypass passage.

The at least one inlet seal and the bypass seal are movable relative to the first chamber and fixed relative to the second chamber.

The at least one inlet seal includes at least one opening to allow air to flow between the inlet seal and the inner wall of the second chamber.

PL 210 873 B1

The at least one bypass seal includes at least one opening to allow air to flow between the bypass seal and the inner wall of the second chamber.

The first passage is a flue gas passage and includes a restricted flow path between the first chamber and the second chamber, which flow path includes at least one valve, a constriction and a valve to cover the exhaust passage.

The subject of the invention is illustrated in the accompanying drawing, in which fig. 1 shows a schematic view of a multi-chamber combustion-powered device, fig. 2 a diagram of air flow through the combustion-powered device of fig. 1, fig. 3 - a schematic cross-section of a multi-chamber combustion-driven device according to fig. the invention, using the air flow system, which is the subject of the invention, fig. 4 - schematic section showing the air flow through the device of fig. 3, fig. 5A-C - schematic sections of another embodiment of the device, showing the preferred features of the air flow, fig. 6 - partial schematic section showing the air flow as a function of stroke movement in the example 5A-C and Fig. 7 is a schematic sectional view showing the flow of air through another embodiment of the device.

Figures 1 and 2 show a preferred arrangement of a multi-chamber device as described in a co-pending reference application. The two-chamber device is designated 10 in its entirety and includes an ignition source 12, typically a spark plug, disposed in the closed end 14 of the first chamber 16. The second end 18 of the first chamber 16 is connected to the second chamber 20 through a passage 22. Preferably, passage 22 outside the first chamber 16 is covered by a non-return valve 23 (Fig. 1) which remains normally closed to resist pressure backflow from the second chamber 20 to the first chamber 16, and a valve restrictor 23a covering the valve on the opposite side. to the first chamber.

The first chamber 16 acts as a compressor to compress the exhaust gas in the second chamber 20. The fuel is mixed with the air in the first chamber 16 by the rotary fan 24 and ignited by an ignition source 12 at the closed end 14 of the first chamber 16. The ignited mixture forces the ignition towards end 18. first chamber 16 through passage 22. As the ignited mixture moves forward, the remaining, unburned mixture is pushed into the second chamber 20, causing the fuel-air mixture to compress in the second chamber 20. As ignition passes from the first chamber 16 through the passage 22 into the second chamber 20, the mixture is also ignited. in the second chamber. The combusted gas rapidly builds up the pressure inside the second chamber 20 and closes the check valve 23 to prevent a pressure drop due to the backflow of gases into the first chamber 16. A well-mixed mixture in the second chamber 20 results in faster, high-energy, and more efficient combustion.

The second chamber 20 comprises a cylindrical bushing body 26 sliding with respect to the first chamber 16 and a cylindrical piston chamber 28. The piston chamber 28 has a sliding piston 30 and the flared end 32 of the piston chamber 28 contacts the first end 34 of the sleeve body 26 so as to effectively isolate the bore 36 from the outside air of the device 10 between the second chamber 20 and the piston chamber. 28 as the sleeve body 26 moves to the sliding position in the Y direction. The second end 38 of the sleeve body 26 contacts the closed end 14 of the first chamber 16 so as to block the air supply from outside the device 10 through an inlet port 40 located on the wall 42 of the first chamber 16 above the rotary fan 24. After the sleeve body 26 has been placed in a position to block external air from the device at both ends 34 and 38, a sharp increase in combustion pressure in the second chamber 20 drives the piston 30 down the piston chamber 28 away from the first chamber 16.

In such systems where more than one chamber and one fan are used, the efficiency of the fan 24 is significantly influenced by the way the chambers 16 and 20 are connected. Greater combustion energy can be obtained in multi-chamber appliances by limiting the path of the ignited mixture from the first chamber 16. to the second chamber 20. The combustion energy may be greater the more the flow path between the chambers 16 and 20 is restricted. Such a restricted flow path 44 is shown between the passage 22 and the interior of the first chamber 16.

In this example, the restricted flow path 44 has been obtained by placing a cap 46 around the passage 22 on one side thereof and placing the valve 23 and the valve restrictor 23a on the other side. Restricted flow paths may be achieved by any combination of one or more caps, ports, valves, valve stops, and the like. Alternatively, the use of state-of-the-art supersonic nozzles is also contemplated,

To increase the combustion energy in the passage 22, either as the exhaust port itself, or in combination with any of the above-described features.

Although the restricted flow paths may desirably increase the combustion energy transferred from the first chamber 16 to the second chamber 20 during combustion, they may also undesirably restrict the air flow between the chambers as described above for auxiliary processes occurring between combustion. . Thus, there may be an undesirable exchange between the flow path restriction configured for greater combustion energy and the ability of the multi-chamber apparatus to properly recirculate or "breathe" air, fuel, and exhaust gases with a single fan. This replacement is not significant for single-chamber systems. The presence and operation of the fan 24 in the first compartment increases the ability of the apparatus 10 to mix, cool, and vent from the chambers, thereby preparing the apparatus for the next combustion cycle. Effective air flow between the chambers, however, is difficult to obtain by using a restricted path.

Fig. 2 shows the air flow path A during exhaust gas discharge from the first chamber 16 and the second chamber 20 after combustion. During evacuation, the sleeve body 26 moves in the X direction, disengaging from the piston chamber 28 and exposing air inlets 40 from outside the device 10. As the fan 24 rotates, the air from the outside of the device 10 flows into the first chamber 16 through the inlet openings 40, passes below the fan 24 through the passage 22 into the second chamber 20 and leaves the second chamber 20 through the second passage 36, discharging the exhaust gases from the previous one. from both chambers and at the same time filling both chambers with clean air.

As can be seen, however, the restricted flow path 44 between the chambers 16 and 20 greatly limits the ability to obtain a perfectly uniform flow A from the inlet ports 40 to the opening of the second passage 36. Such an ideal flow path is even more difficult to obtain in systems employing even more restricted paths. flow to increase combustion energy. Most of the A flow, as best shown in Fig. 2, remains in the first chamber 16 and exits the first chamber 16 through some inlet openings 40, rather than through passage 22, resulting in inefficient exhaust fumes from the first chamber 16. The ability to evacuate fumes from the second chamber 20 becomes even more inefficient . The flow instead of running from the first chamber 16 through the second chamber 20 and out of the device through the opening of the second passage 36, due to the Bernoulli principle, part of the flow is forced in the opposite direction from the second chamber 20 back to the first chamber 16. This flow reflux does not sufficiently evacuate exhaust fumes from the second chamber 20. As a result of the backflow, the exhaust gas discharge capacity of the second chamber 20 is further limited, almost to a minimum, when a non-return valve is provided to prevent backflow from the second chamber 20 to the first chamber 16.

Although the rotating fan 24 in the first chamber 16 improves the ability of the apparatus 10 to mix fuel and remove exhaust gases from both chambers 16, 20, the above-mentioned replacement still occurs. The inventor has discovered that the effective restricted paths limit the ability of the fan 24 to efficiently mix fuel and air in the second chamber 20 and in the first chamber 16 prior to combustion, without the use of a second fuel supply line as described above. Although somewhat improved by the rotation of the fan 24, the restricted flow through the second chamber 20 also reduces the ability of the fan 24 to cool the second chamber 20 between combustion cycles. Accordingly, the inventor has found it desirable to achieve efficient flow from one chamber to another in a multi-chamber device, taking advantage of the unique characteristics of a fan in the first chamber, but without sacrificing the increased combustion energy resulting from the limited path between the chambers and without using more. than one fuel line.

Figs. 3-4 show the combustion engine according to the invention, designated as a whole by 50, the same features of which as described above with reference to Figs. 1 and 2 have been identified with identical numbers.

An important feature of the device 50 is at least one bypass 52 located on the wall 53, preferably the first chamber 54, and moreover, preferably several bypass ports 52 are evenly arranged on the cylindrical continuous wall 53. In the preferred embodiment, the bypass ports 52 are positioned downstream of the flow. from a fan 24 near the highest pressure area in the first chamber 54 produced by the fan. Inlet openings 40,

The above-mentioned fan 24 is therefore located closest to the lowest pressure area of ​​the first chamber 54. The bypass ports 52 thus provide a second means of connection between the chambers, apart from the through-channel 22 with a restricted flow path 44.

The bypass ports 52 typically remain open, but may preferably be blocked by a seal 56 positioned within the valve sleeve 26 that defines the second chamber 58. The seal 56 is preferably provided on the valve sleeve 26 so as to completely cover the bypass ports 52 when the sleeve valve 26 is in sliding communication with first chamber 54 and piston chamber 28 in the Y direction prior to combustion. As best shown in fig. 3 and it is preferable that the seal 56 is disposed on the valve sleeve 26 so as to avoid blocking the air flow through the bypass ports 52 when the valve sleeve exposes both the first chamber 54 and the second external air chamber 58 for exhaust gas evacuation.

The bypass seal 56 is preferably made of the same, non-combustible, rigid material as the second chamber 58. Materials of this type are known in the art. The seal 56 may advantageously be made integral with the interior of the valve sleeve 26, but may alternatively be attached to the valve sleeve by welding, gluing, bolts, or other connection methods known in the art.

Similar to seal 56, at least one inlet seal 60 is preferably disposed on the interior of valve sleeve 26 to slide into contact and block air flow through intake ports 40 during combustion, but leave intake ports open to outside air when valve sleeve 26 opens. sliding, allowing exhaust fumes to escape. The inlet seal 60 is preferably made of the same material as the bypass seal and is attached to the valve sleeve 26 in a similar manner.

In the preferred embodiment, both the bypass seal 56 and the inlet seal 60 are single, continuous elements located throughout the interior of the valve sleeve 26, or a series of separate, spaced apart elements positioned to cover the respective bypass ports 52 and inlet openings. 40 as valve sleeve 26 slidesly shuts off the flow of air from outside the combustion apparatus 50. The bypass seal 56 and the inlet seal 60, therefore, need not be configured to allow flow between the seal and the interior of the valve sleeve 26.

Fig. 4 shows flow B during exhaust gas evacuation from apparatus 50 using the bypass ports 52. In this embodiment, flow B runs smoothly and efficiently from the inlets 40 through the bypass ports 52 to the second chamber 58 and out through the opening of the second passage. 36, between the end 34 of the second chamber 58 and the preferably tapered end 32 of the piston chamber 28. A further advantage of the non-constricted opening of the bypass ports 52 is that it allows flow B to effectively pass the restricted flow path 44 (unlike shown in Figure 2), thus allowing large amounts of clean air to be rapidly admitted into the first chamber 54 and the second chamber 58 in desired flow direction from the fan 24.

In this way, the multi-chamber device 50 can be emptied of exhaust gas quickly and efficiently, while the second chamber 58 opens, disconnecting the first chamber 54 and the piston chamber 28 during exhaust gas discharge.

Moreover, in the preferred arrangement of the subject matter of the invention, the flow of air from the fan 24 through both chambers 54, 58 becomes practically as efficient as that achieved in a single chamber fan device. This favorable, efficient flow improves the cooling of the first chamber 54, and in addition to the cooling of the second chamber 58, since both chambers heat up during combustion. Additionally, through holes 40,52 and seals 56,60 may be advantageously positioned to facilitate mixing of fuel with air between the first chamber 54 and the second chamber 58.

Figures 5A-C show another alternative embodiment of a multi-chamber diesel engine according to the invention, designated as a whole at 70 and shown in simplified form so as to illustrate the effect of the different sliding positions of the valve sleeve 72 in the second chamber 74. Components identical to devices 10, 50 are marked with the same numbers. The second chamber 74 need not be cylindrical, but may be of various shapes depending on the size desired, allowing the second chamber to move in the Y direction to seal the edge 76 of the closed end 78 of the first chamber 80 in addition to the piston chamber 28. The arrangement is preferred. which also allows the second chamber 74 to slide into and disengage from both the first

The plunger chamber 80 and the piston chamber 28 when the device 70 is pressed or lifted from the workpiece by means of connection with an item (not shown) in contact with the workpiece during operation of the device as is known in the art. state of the art.

As shown in Figure 5A, exhaust gas evacuation and cooling of the device 70 takes place when the vent end 82 of the valve sleeve 72 is fully disengaged from the piston chamber 28 at the opening of the second passageway 36, and the inlet end 84 of the valve sleeve is fully disengaged from the first chamber. 80 by creating an opening 86 between the inlet end 84 and the edge 76 of the closed end 78 of the first chamber 80. In this embodiment, the first chamber 80 and the piston chamber 28 are preferably fixed to each other, and exhaust gas evacuation and cooling takes place when the second chamber 74 is fully disengaged from the other chambers in the first sliding position. In this arrangement, the flow of air through device 70 follows the same path B as shown in Fig. 4 and takes a direction which is practically undisturbed if there is a flow path restriction (not shown) covering the through passage 22. In this preferred alternative embodiment, any air flow through the through passage 22 is possible in the desired direction due to the rotating fan 24 and can even to improve the evacuation of exhaust gases from the first chamber 80 and the second chamber 74.

Fig. 5B shows the device 70 positioned on the workpiece in which the valve sleeve 72 moves to a second sliding position so as to allow fuel and air to mix between the first chamber 80 and the second chamber 74 without any further structural changes to the device 70. Alternatively, the bushing valve 72 may be actuated by an operator pulling a trigger (not shown). In this embodiment, it is preferred that the vent end 82 and the inlet end 84 are of a suitable length corresponding to the tapered end of the piston 32 and the edge of the first chamber 76, respectively, so that, in the second sliding position, the valve sleeve 72 seals the piston chamber 28 and the first chamber 80. , respectively, in the openings of passage 36 and 86, insulating them from the external environment of the device, but at the same time leaving the inlets 40, 52 open, allowing flow between the first chamber 80 and the second chamber 74.

When the piston chamber 28 and the first chamber 80 are isolated from outside air, the rotating fan 24 draws air in the C direction from the second chamber 74 to the first chamber 80 through inlets 40 located above the fan.

The fan 24 thus directs the flow in the C direction from the first chamber 80 back to the second chamber 74 through bypass ports 52 below the fan. The advantageous arrangement allows the fuel and air to mix quickly and efficiently within and between the chambers. In other words, the connection of the flow with the external environment of the device is closed, but recirculation between the chambers inside the device is maintained while the fuel is being fed into the first chamber 80. This efficient mixing process allows the resulting fuel-air mixture to be rapidly transferred from the first chamber 80 to the second chamber 74, thus eliminating the need to inject fuel into both chambers through separate fuel lines. Likewise, fuel may only be injected into the second chamber 74 and still efficiently mixed in the first chamber 80 in the same process system. In this embodiment, a single fuel line for feeding fuel to only one of the chambers 74, 80 may be sufficient for the entire device 70.

A fuel trigger (not shown) to initiate fuel injection may also be provided in the device 70 and allow mechanical activation by the valve sleeve 72. Preferably, the fuel trigger may not make contact with the valve sleeve 72 until the valve sleeve 72 is moved and the first chamber is sealed. 80 and the second chamber 74 from the external environment of the device 70. Another advantageous feature of this embodiment is the inclusion of an open portion 88 of the alternate seal 90 between the inlet seal and the interior of the valve sleeve 72. The open portion 88 allows flow C to circulate in the second chamber 74 between the wall 53 of the first chamber 80 and the valve sleeve 72 and back again. into the first chamber 80 through the inlet openings 40. As shown in Fig. 5B, recirculation along path C may still occur between the first chamber 80 and the second chamber 74, even when the valve sleeve 72 closes the opening 86 between the first chamber 80 and the second chamber 74. It is preferred that the seal 92 is also separated, similar to the inlet seal 90 along the valve sleeve 72 and included a similar open portion 94 for passage through a portion of the bypass seal 92 between the bypass seal 92 and the valve sleeve.

PL 210 873 B1

Fig. 5C shows the valve sleeve 72 further advanced by continuous contact with the workpiece or trigger action to a third sliding position in which the first chamber 80 is completely separated from the second chamber 74, except for passage 22 and restricted flow path 44 ( shown in Fig. 4) during combustion. The vent end 82 and the inlet end 84 of the valve sleeve 72 still seal the first chamber 80 and the second chamber 74 from the outside environment as in the second sliding position (shown in Fig. 5B), but in this case the inlet seal 90, and preferably the seal as well. 92 of the bypasses are moved to the position of blocking the air flow through the inlet openings 40 and the bypass 52. The connection between the first chamber 80 and the second chamber 74 is thus limited to the passage 22 and the restricted flow path 44 in the third sliding position. The connection is preferably in the form of a gas flame extending in the D direction through the through passage 22. Although an arrangement with only one passage 22 and one restricted flow path 44 is preferred, the use of additional passageways is also contemplated. The inventor also contemplates the use of further bypass ports 52 to connect the front portion of the flame to the area between the first chamber 80 and the second chamber 74 without the use of additional through-passages.

An ignition trigger (not shown) may also be provided to the device 70 to allow the valve sleeve 72 to mechanically actuate an ignition source trigger (shown in Fig. 4) by movement of the valve sleeve to ignite the fuel-air mixture in the first chamber 80 upon reaching fully in the third sliding position shown in Fig. 5C. The resulting stream of ignited gas creates a combustion pressure as it travels into the second chamber 74, igniting the fuel-air mixture in the second chamber 74 and driving a piston 30 (shown in Fig. 4) in the piston chamber 28 as described above. Upon completion of combustion, valve sleeve 72 returns to the first sliding position shown in Fig. 5A to vent exhaust gases from chambers 74 and 80, cool both chambers, and restart the combustion cycle.

Fig. 6 shows the air flow through the device 70 as a function of the total stroke length S of the valve sleeve 72. The length of the stroke S is determined by the distance that the valve sleeve 72 travels in the Y direction from the fully connected (burn) position to the w position. fully disconnected (flue gas exhaust). In this embodiment of the invention, it is preferable to set the vent end 82 and inlet end 84 lengths to appropriate lengths to allow mixing along most of the length of the S stroke.

The total stroke length S should be selected to both actuate and close the slide valve sleeve 72 of the second chamber 74. The first portion S1 of the stroke length S in the Y direction closes the openings of channels 36 and 86, isolating the first chamber 80 and second chamber 74 from the environment. external while maintaining circulation along path C inside device 70 for mixing. A second portion S2 of the stroke length S, also in the Y direction, closes with inlet seal 90 inlet 40 and seal 92 bypass port 52 so as to isolate first chamber 80 from second chamber 74, except through passage 22 and restricted flow path 44, for combustion. . The distances traveled by the valve sleeve 72 relative to the first chamber 80 and the piston chamber 28 thus satisfy the equation: S> S1 + S2.

In a preferred embodiment, the length of the stroke S when mixing takes place (S2) is preferably long in relation to the entire length of the stroke S, so as to allow maximum mixing of fuel and air in the first chamber 80 and the second chamber 74. The length of the stroke S2 ​​may thus be determined from the respective lengths of the vent end 82 and the inlet end 84 of the valve sleeve 72. The relative positions of the inlet seal 90 and the bypass seal 56 may also serve to define a preferably longer portion S2 of the stroke length for mixing. Thus, this longer portion of the stroke length S2 may allow improved mixing of fuel and air in both the first chamber 80 and the second chamber 74, no matter how limited the flow path 44 between the chambers is.

Fig. 7 shows a further alternative embodiment of a device, designated as a whole by 100, whose components identical to those of previous devices have been given the same numbers. The device 100 is similar to the device 50 shown in FIG. 4, but the fan 102 is located in the movable second chamber 104 and not in the first combustion chamber 106. In this embodiment, the motor 108 may even be positioned outside the second chamber 104 and transmit motion to the fan 102 through the rotating shaft 112 in the second chamber 104 as is known in the art.

PL 210 873 B1

Similar to the embodiment shown in Fig. 4, flow through the device 100 is in the B direction when the second chamber 104 is positioned to allow air to flow from outside the device 100 to the chambers 104 and 106, while the fan 102 is in the second chamber. chamber 104. Exhaust gas exhaust from chambers 104 and 106 can therefore be performed almost as efficiently, with fan 102 being located in the second, rather than the first, chamber. Alternatively, the fan 24 (shown in FIG. 4) may be located in the first chamber 106, in addition to the fan 102 in the second chamber 104, so as to provide more flow through both chambers in the B direction. It will be appreciated by those skilled in the art that flow can be further improved in additional chambers over chambers 104 and 106 by using only fans in these chambers, or in combination with fans in the first and / or second chambers.

The embodiments described above have significant advantages when used in multi-chamber combustion powered devices. The arrangement of such a device, which is the subject of the invention, makes it possible to obtain high-energy combustion by using restricted flow paths during combustion, while at the same time allowing restricted flow paths to be bypassed during secondary processes, between burns. A fan in at least one of the chambers may provide an increased and more efficient flow, no matter how limited the path between the chambers is. The subject matter of the invention also provides improved circulation / recirculation between the chambers to improve mixing, even in the case where fuel is only injected into one of the chambers.

A further advantage of the invention is that the fan can provide flow, in preferred arrangements, independent of other design parameters relating to the connection between the plurality of chambers through a passageway and restricted path. Accordingly, in the embodiments of the combustion apparatus of the invention, the above-described undesirable exchange between high-energy combustion and the efficiency of auxiliary processes has been eliminated. The constant and effective operation of the fan also protects against long-term wear of the internal parts of the internal combustion engine of the device. Although the device has been described with respect to a two-chamber device, it will be appreciated by those skilled in the art that the above-described embodiments may be adapted to devices using more than two chambers without departing from the scope of the invention. It will also be appreciated by those persons that such flow systems can be used just as effectively in other multi-chamber combustion or pneumatic devices that drive a piston or trigger mechanism, as well as in combustion driven devices in general.

It will be appreciated by those skilled in the art that although the combustion apparatus of the invention has been shown and described in particular embodiments, it is also possible to make changes and modifications to it without departing from the scope of the subject matter in a broad sense such as which is included in the patent claims.