The CC engine is a patented "non-reciprocating internal combustion engine". It employs pistons and cylinders for power generation (as do reciprocating engines). This non reciprocating mechanism can produce energy more efficiently and cleaner than internal combustion reciprocating engines.
The design objective was to achieve the required pumping action of internal combustion engines and to eliminate the stops and starts of the pistons working in a reciprocating engine and to eliminate the forces of the connecting rod pushing the piston against the cylinder wall creating resistance. In the CC engine the pistons and the cylinders are in direct alignment, the direction or velocity of the piston cylinder does not change (except with change of engine speed). There is no side loading between piston to cylinder walls, hence reduced wear.
The dynamics of the CC engine is achieved by mechanically counter rotating two separate wheels on parallel axis, one holding pistons and one holding cylinders (there can be multiple "banks" of piston, cylinder wheels, and typically 3 or 4 piston/cylinder sets per bank). The pistons and cylinders are designed to rotate in the opposite direction of their carrier wheel forming an orbital pattern related to the movement of the carrier wheels. Simply put the pistons always face their mating cylinder and the cylinder always faces its mating piston. This arrangement allows multiple pistons and mating cylinders to engage each other (the stroke), this engagement provides the compression and combustion for power without reciprocating motion. See illustration 'A'.
A significant difference between the CC engine and other internal combustion engines is the power "stroke". In the CC engine, the lever arm (mechanical advantage) continues to increase thru its total power stroke until its velocity reaches maximum, at the end of the stroke (the disengagement of pistons and cylinders). Other piston/cylinder engines increase their lever arm for one half of the power stroke and then decrease it to zero, at the end of the stroke, creating a skewed power curve.
In the CC engine, both pistons and cylinders are in motion towards each other for the compression stroke and in motion away from each other for the power stroke. The velocities of the pistons and cylinders are combined to effectively double their relative motion and because they are always in line, the stroke is not limited by the angle of a connecting rod, as is the case with reciprocating engines. "A longer stroke to bore will have a smaller surface area exposed to the combustion chamber gasses compared to a shorter stroke to bore ratio. The smaller area leads directly to reduced in-cylinder heat transfer and increased energy transfer". Because there is no exhaust or intake valves, the configuration of the combustion chamber and the location of the spark plug can be optimized for the most efficient burn of fuel. The stroke/bore ratio for the majority of internal combustion engines is between 0.9 and 1.2. The CC engine designs are from 1.5 to 3.0. These greater ratios insure a more complete combustion and cleaner exhaust.
Because the pistons and cylinders in the CC engine totally disengage, there is no need for exhaust or intake valves, or the machinery to operate them. In 2-cycle engines, part of the "stroke" is used to achieve the "breathing" of the engine. In the CC engine (which is a 2-cycle engine), when the piston and cylinder separate at the end of the power stroke, the full diameter of the cylinder is open for the exhaust to exit at the bottom of the piston/cylinder chamber and is assisted by the cooling and ventilating air that is applied at the top of the chamber.
Both the cylinder wheels and the piston wheels are in balance and the motion dynamics do not require a separate flywheel to mitigate power surges (each wheel is a flywheel). When the engine is running, there is minimal to no vibration, evidence of its efficiency.
The basics of motion of the CC engine has not changed over the period of our R&D efforts, but the application of the concept has seen many changes in design details and size. In the 12 years of development, 7 different designs have been completed. This includes the mechanics of motion, the features employed, the size and compactness, number of pistons and cylinders (from 3 to 8) and materials used. The early designs were intended to show the motions and functions of the component parts (including a hand crank model). Extended periods of testing of the component parts, compression seals, fuel injection systems, materials, etc., have evolved into our latest design, the CC7.
Engine component drive system in the majority of our designs have employed gears to control the positioning of the pistons and cylinders. Gears require oil to lubricate them and they are heavy.
In our 2013 patent we include the possible replacement of gears with polychain belts (cog belts) and pulleys - no oil required and no "backlash." The machinery support bearings are all grease lubricated sealed bearings. In our CC6 & CC7 designs, to insure reliability, there is a duplication of the drive belts on both sides of the engine. If there is a belt failure, the engine will not be damaged and will continue to operate until the belt is replaced. Another advantage of the cogged belt design allows for electronic timing and position control of the piston and cylinder and the ability to vary the compression ratio to improve over all efficiency.
Our current (8) eight and (3) three cylinder test engines rely on dynamic force to purge the cylinders of exhaust gasses and replace them with new air. They do, but not as effectively as required to achieve maximum engine efficiency, hence a pressurized air injection system that purges the exhaust gasses and supercharges the combustion gasses has been included in the CC6 & CC7 designs.
Piston cylinder seals. All of our previous patents include metal sealing rings to help contain the combustion gasses. The hardened rings (stack of 3) are split to allow for a tight fit on the pistons, they also permit some leakage of the compression and combustion gasses (it is true in all piston cylinder engines.) This metal-to-metal sliding seal requires lubrication via the fuel or other source. In the CC5 engine we have incorporated non-metallic flexible seals that are designed to withstand the heat and pressure of the combustion process. These seals have very little leakage, or wear on the pistons or cylinders (there is no metal to metal contact between the cylinders and pistons.) This type of seal is used on many reciprocating hi-temp gas applications and have a long life span (if required, they can be replaced as easy as changing spark plugs.)
Another design option for the CC6 & CC7 is to include the pressure sealing rings in the piston rather than in the entry of the cylinder, this concept isolates the combustion heat from the body of the piston.
All in all the CC Engine is a unique concept that has great potential to advance the internal combustion engine to a new level of efficiency at reduced weight and cost.