EP0977938B1 - Arrangement in a combustion engine with internal combustion - Google Patents

Arrangement in a combustion engine with internal combustion Download PDF

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Publication number
EP0977938B1
EP0977938B1 EP98920742A EP98920742A EP0977938B1 EP 0977938 B1 EP0977938 B1 EP 0977938B1 EP 98920742 A EP98920742 A EP 98920742A EP 98920742 A EP98920742 A EP 98920742A EP 0977938 B1 EP0977938 B1 EP 0977938B1
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EP
European Patent Office
Prior art keywords
drive shaft
piston
cylinder
pistons
sine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP98920742A
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German (de)
English (en)
French (fr)
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EP0977938A1 (en
Inventor
Leif Dag Henriksen
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Sinus Holding AS
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Sinus Holding AS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/04—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the present invention relates to an arrangement in a combustion engine having internal combustion, comprising a plurality of engine cylinders, which are arranged in an annular series around a common central drive shaft and which have cylinder axes running parallel to the drive shaft, each cylinder including a pair of opposed pistons movable towards and away from each other and for each pair of pistons a common, intermediate work chamber, while each piston is equipped with its axially movable piston rod, the free outer end of which forms via a support roller a support against its curve-shaped, that is to say "sine"-like curve shaped, cam guide device, which is arranged at each of opposite ends of the cylinder and which guides movements of the piston relative to the associated cylinder.
  • GB 2 019 487 a four cylinder two stroke engine is shown.
  • the ignition occurs simultaneously in two of the four cylinders, that is to say in pairs of alternate cylinders.
  • the contour of the cam can be designed so that the pistons can be moved in a most favourable manner in connection with expansion of the combustion product.
  • a desired level or steady contour for emptying or scavenging of exhaust before new fuel is introduced into the cylinder.
  • the present invention which primarily relates to two cycle engines, but which can also be applied to four stroke engines, takes its starting point as to arrangement in the piston and cylinder arrangement according to the afore-mentioned US 5 031 581.
  • FR-A-2 732 722 it is illustrated a two part driving shaft.
  • Each drive shaft part is provided with a disc shaped cam guide device arranged in an inclined plane to the drive shaft axis to generate a mathematical sine-curve movement of the relevant one piston of each pair of opposed pistons. It is proposed to control the compression ratio by axially adjusting the relative distance between the drive shaft parts and accordingly the relative distance between each pair of opposed pistons. This axial adjustment is provided by axially movement of one drive shaft part in relation to the other drive shaft part, i.e. one drive shaft part is axially movable and the other drive shaft is axially immovable.
  • the aim is to be able to regulate the compression ratio in cylinders of the engine in a similar way as suggested in FR-A-2 732 722, but with additional advantages. It is of especial interest to provide an engine construction operating in a controlled, precise and reliable manner based on a constructional simple and reliable drive shaft structure.
  • the arrangement according to the invention is characterised in that at least one of the cam guide devices is axially movable in relation to a one-piece drive shaft and is provided with a hydraulic mechanism, for separately adjusting the position of said at least one guide device, including regulation of the relative spacing between the pistons, said hydraulic mechanism includes an annular pressure oil chamber and a simulator piston, said simulator piston is partitioning said chamber into two sub-chambers, and each chamber is connected to a respective one of two pressure oil circuits.
  • one is in a position to regulate the compression ratio in the working chamber between two pistons of the or each cylinder of the engine in a rather simple and reliable manner by means of said hydraulic mechanism.
  • cam guide device is common to the one piston of each and all the cylinders there can be achieved effectively and in an accurately controllable manner corresponding regulation of the position for said one piston of each of the cylinders relative to its associated cylinder by means of one and the same pressure oil regulated cam guide device.
  • a favourable constructional solution of the present invention is that a one-piece drive shaft is being used and that each cam guide device is rotative with the drive shaft and that at least one cam guide device is axially movable along the drive shaft. This means that the cam guide devices and the drive shaft can be realised in rather compact and dimentionally restricted construction.
  • a further favourable constructional solution of the present invention is that the pressure oil chamber is defined in an annular spacing between the drive shaft and the cam guide device, and that said piston is projecting from its cam guide device radially inwardly in said chamber.
  • the piston is passed through parallel to the axis of the drive shaft by a set of driving bolts, which allow a certain axial movement of the piston relative to the drive shaft, while the driving bolts are connected at their respective opposite ends to the drive shaft and connected to a carrying member fastened to the drive shaft.
  • the one piston of the cylinder which is designed to regulate the position of in the associated cylinder, constitutes a piston which controls opening and closing of exhaust ports of the cylinder.
  • said one piston of each cylinder controls opening and closing of one or more exhaust port(s) of the cylinder and the other piston of each cylinder controls opening and closing of one or more scavenging port(s).
  • the flow-through passages of the exhaust ports can hereby be defined as required. Further the moment of opening and closing of the exhaust ports can be displaced in relation to normal operation.
  • a two cycle combustion engine 10 having internal combustion shall generally be referred to herein. Especially there shall be described such a motor 10 adapted according to a so-called "sine" - concept.
  • Fig. 1 there is illustrated in particular a combustion engine 10 according to the invention shown in cross-section and in a schematic manner.
  • a combustion engine 10 having internal combustion according to the invention, illustrated in cross-section and in a schematic manner.
  • a two cycle combustion engine 10 but as mentioned the solution can also be applied to a four cycle engine, without the specific embodiment of this being described herein.
  • an objective is inter alia a favourable control of the opening and closing of exhaust ports 25 and scavenging ports 24 as will be described further below.
  • a drive shaft is constructionally shown in the form of a drive stump shaft, which passes axially and centrally through the engine 10.
  • the drive shaft 11 is provided with a first head portion 12a projecting radially outwards, which constitutes a first cam guide device.
  • the drive shaft is further provided with a second head portion 12b projecting equivalently outwards, which constitutes a second cam guide device.
  • the head portions/ the cam guide devices 12a, 12b in the illustrated embodiment are represented separately and are connected separately to the drive shaft 11 each with their fastening means.
  • the cam guide device 12a surrounds the drive shaft 11 at its one end 11a and forms an end support against end surface 11b of the drive shaft 11 via a fastening flange 12a' and is stationarily secured to the drive shaft via fastening screws 12a".
  • the cam guide device 12b surrounds a thickened portion 11c of the drive shaft 11 at its opposite end portion 11d.
  • the cam guide device 12b is not, as is the cam guide device 12a directly secured to the drive shaft 11, but is on the other hand arranged axially displaceable a limited extent axially along the drive shaft 11, especially with the idea of being able to regulate the compression ratio in cylinders 21 of the engine 10 (only the one of a number of cylinders is shown in Fig. 1).
  • End portion 11d (see Fig. 1 and 5a) of the drive shaft 11 forms a radially offset sleeve portion to which there is fastened cup-shaped carrying member 13.
  • the carrying member 13 is provided with a fastening flange 13' which with fastening screws 13'' is secured to end portion 11d of the drive shaft 11.
  • a pressure oil chamber 13b Between upper end surface 13a of the carrying member 13 and an opposite shoulder surface 11e of the drive shaft 11 there is defined a pressure oil chamber 13b.
  • a compression simulator 12b' in the form of a piston-forming guide flange, which projects from the inner side of the cam guide device radially inwards into the pressure oil chamber 13b for sliding abutment against the outer surface of the end portion 11d.
  • the guide flange or simulator piston 12b' is passed through by a series of guide pins 12' which are anchored in their respective bores in the end surface 13a of the carrying member 13 and in the shoulder surface 11e of the drive shaft 11.
  • the pressure oil chamber 13b is supplied pressure oil and is drained of pressure oil via transverse ducts 11f and 11g through end portion 11d of the drive shaft 11.
  • An oil guide means 14 which is put axially inwards into mutually aligned axial bores in the end portion 11d of the drive shaft 11 and in fastening flange 13' of the carrying member 13, provides for pressure oil and return oil to be led to and from the ducts 11f and 11g via separate guide ducts 14a and 14b and adjacent annular grooves 14a' and 14b' in the oil guide means 14.
  • Control of pressure oil and return oil to an from the pressure oil chamber 13b on opposite sides of the compression simulator piston 12b' of the cam guide device 12b takes place from a remotely disposed commercially conventional control arrangement, not shown further, in a manner not shown further.
  • the drive shaft 11 is, as shown in Fig. 1, connected at opposite ends to equivalent drive shaft sleeves 15a and 15b.
  • the sleeve 15a is fastened with fastening screws 15a' to the cam guide device 12a, while the sleeve 15b is fastened with fastening screws 15b' to the carrying member 13.
  • the sleeves 15a and 15b are rotatably mounted in a respective one of two opposite main support bearings 16a,16b, which are fastened at opposite ends of the engine 10 in a respective end cover 17a and 17b.
  • the end covers 17a and 17b are correspondingly fastened to an intermediate engine block 17 by means of fastening screws 17'.
  • a first lubricating oil chamber 17c is defined between the end cover 17a and the engine block 17 and a second lubricating oil chamber 17d between the end cover 17b and the engine block 17.
  • an extra cap 17e attached to the end cover 17b and an external oil conduit 17f between the lubricating oil chamber 17c and the oil cap 17e.
  • a suction strainer 17g connected to a lubricating oil conduit 17h which forms a communication between the lubricating oil chamber 17d and an external lubricating oil arrangement (not shown further).
  • the oil guide means 14 is provided with a cover-forming head portion 14c which is fastened to end cover 17b of the engine 10 with fastening screws 14c'.
  • the cover-forming head portion 14c forms a sealing off relative to the lubricating oil chamber 17c endwise outside the support bearing 16b.
  • the engine 10 is consequently generally constructed of a driven component, that is to say a rotatable component, and a driving component, that is to say a non-rotating component.
  • the driven component comprises drive shaft 11 of the engine and carrying member 13 of the drive shaft and drive shaft sleeves 15a,15b plus the cam guide devices 12a and 12b, which are connected to the drive shaft 11.
  • the driving, non-rotating component comprises cylinders 21 of the engine with associated pistons 44,45.
  • the present invention there is ensured a regulation of the compression ratio of the engine by effecting a regulation internally, that is to say mutually between the parts of the driven component. More specifically the one cam guide device 12b is displaced axially backwards and forwards relative to the drive shaft 11, that is to say within the defined movement space in said pressure oil chamber 13a, which is determined by the guide flange 12b' and the part-chambers of the oil chamber 13a on opposite sides of the guide flange 12b'.
  • a stepwise or stepless regulation of the compression ratios can be considered according to need, for example adapted with graduated control of the cam guide device 12b co respective positions relative co the drive shaft 11.
  • the control can for example occur automatically by means of electronics known per se, based on different temperature sensing equipment, and the like.
  • the control can occur by manual control via suitable regulation means, which are not shown further herein.
  • Fig. 1 and 1b there is indicated by a broken line a centre space 44' between the piston heads of the pistons 44,45 at a normal compression ratio when the cam guide device 12b occupies the position illustrated in Fig. 1.
  • 3y the full line there is indicated a centre space 44'' between the piston heads of the pistons 44,45 when guide flange 12b' of the cam guide device 12b is pushed to the maximum upwardly against the shoulder surface 11e of the piston rod 11.
  • the engine 10 is shown divided up into three stationary main components, that is to say a middle member, which constitutes the engine block 17 and two cover-forming housing members 17a,17b which are arranged at a respective one of the ends of the engine 10.
  • the housing members 17b, 17c are consequently adapted to cover their respective cam guide devices 12a,12b, support wheels 53 and 55 and their associated bearings in respective piston rods 48,49 at their respective end of the engine block 17. All the driving and driven components of the engine are consequently effectively enclosed in the engine 10 and received in an oil bath in the associated lubricating oil chambers 17c and 17d.
  • the three cylinders 21, which are placed around the drive shaft 11 with a mutual angular spacing of 120°, are designed according to the illustrated embodiment as separate cylinder-forming insert members, which are pushed into an associated bore in the engine block 17.
  • each cylinder/ cylinder member 21 there is inserted a sleeve-shaped cylinder bushing 23.
  • the bushing 23 there is designed, as shown further in Fig. 1a and 1b (see also Fig. 2 and 3), an annular series of scavenging ports 24 at one end of the bushing 23 and an annular series of exhaust ports 25 at the other end of the bushing 23.
  • FIG. 1 there is shown an annular inlet duct 28 for scavenging air, which surrounds the scavenging ports 26, and a scavenging air intake 29 lying radially outside.
  • the scavenging air ducts 28 extend at a significant oblique angle u relative to a radial plane A through the cylinder axis, specially adapted to put the scavenging air in a rotational path 38 internally in the cylinder 21, as is shown by an arrow B in Fig. 2.
  • annular exhaust outlet duct 30 which surrounds the exhaust ports 27, plus an exhaust outlet 31 emptying radially outwards.
  • Fig. 3 there is shown an equivalent oblique run of the exhaust ports 27 at an angle v relative to the radial plane A through the cylinder axis, specially adapted to lead the exhaust gases from the rotational path 38 internally in the cylinder in an equivalent rotational path outwards from the cylinder 21, as is shown by an arrow C.
  • the exhaust ports 27 are shown opening radially outwards to facilitate the outward flow of the exhaust gas from the cylinder 21 outwards towards the exhaust outlet duct 30.
  • the scavenging air is used to push out exhaust gas from a preceding combustion phase in the cylinder, in addition to supplying fresh air for a subsequent combustion process in the cylinder.
  • a rotating air mass as shown by arrows 38 (see Fig. 1a and 4a) in working chamber K of the cylinder 21 in the compression stroke.
  • a fuel injector or nozzle 32 received in a cavity 33 in the cylinder wall 21a.
  • the injector/nozzle 32 has a pointed end 32' (see Fig. 4a) projecting through a bore 34 in the cylinder wall 21a.
  • the bore 34 passes through the cylinder wall 21a at an oblique angle, which is not marked further in Fig. 4a, but which corresponds to the angle u, as shown in Fig. 2.
  • the pointed end 32' projects further through a bore 35 in the bushing 23, in alignment with the bore 34.
  • Mouth 36 (see Fig. 4a) of the nozzle/injector 32 is arranged so that a jet 37 of fuel can be directed, as is shown in Fig.
  • Fig. 4b there is shown an alternative construction of the solution as shown in Fig. 4a, there being employed in addition to a first fuel nozzle 32 and a first ignition arrangement 39 a second fuel nozzle 32a and a second ignition arrangement 39a in one and the same disc-formed combustion chamber K1.
  • Both the nozzles 32 and 32a are designed correspondingly as described with reference to Fig. 4a and both the ignition arrangements 39 and 39a are corresponding as described with reference to Fig. 4a.
  • the associated components are designated with the reference designation "a" in addition.
  • nozzles 32,22a are shown mutually displaced an angular arc of 180°, while the ignition arrangements 39,39a are correspondingly shown mutually displaced an angular arc of 180°.
  • the relative spacings can be altered as required, that is to say with different mutual spacings, for instance depending upon the point of time of the mutual ignition, and the like.
  • a cooling water system for general cooling of the cylinder 21.
  • the cooling water system comprises a cooling water intake not shown further having a first annular cooling water duct 41 and a second annular cooling water duct 42.
  • the ducts 41,42 are mutually connected via an annular series of axially extending connecting ducts 43 (see Fig. 3).
  • the axially extending ducts 43 pass through the cylinder wall 21a in each intermediate zone 27a between the exhaust ports 27, so that these zones 27a especially can be prevented from superheating by being subjected locally to a flowing through of cooling medium.
  • the discharge of cooling water which is not shown further in Fig. 1, is connected to the cooling water duct 42 remote from the cooling water intake, in a manner not shown further.
  • pistons 44,45 Internally in the bushing 23 there are two axially movable pistons 44,45 movable towards and away from each other. Just by the respective top 44a,45a of the piston and by the skirt edge 44b,45b of the piston there is arranged a set of piston fourths 46 in a manner known per se .
  • the pistons 44,45 are movable synchronously towards and away from each other in a two cycle engine system.
  • the piston 44 is shown in the form of a relatively thin-walled cap having top portion 44a and skirt portion 44b. Innermost in the internal hollow space of the piston there is arranged a support disc 44c, thereafter follows a head member 48c for an associated piston rod 48, a support ring 44d and a clamping ring 44e.
  • the head member 48c is provided with a convexly rounded top surface 48c' and concavely rounded off bottom surface 48c'', while the support disc 44c is designed with an equivalent concavely rounded upper support surface 44c' and the support ring 44d is provided with a convexly rounded lower support surface 44d'.
  • the head member 48c is consequently adapted to be tilted about a theoretical axis relative to the piston controlled by the support surfaces 44c' and 44d'.
  • the ring 44e provides for the head member 48c - and thereby the piston rod 48 - having a certain degree of fit and thereby a certain possibility of turning about said theoretical axis of the piston 44 during operation.
  • the head member 48c is provided with a middle, sleeve-shaped carrying portion 48g having rib portions 48g' projecting laterally outwards which form a locking engagement with equivalent cavities (not shown further) internally in the associated piston rod 48 (see Fig. 1a and 1b).
  • Fig. 1a the pistons 44,45 are shown in their equivalent, one outer position. This outer position, where there is a maximum spacing between the pistons 44,45, is designated herein generally as a dead point 0a for the piston 44 and 0b for the piston 45.
  • dead portions there is defined in the working chamber K a so-called “dead space”, which herein (for reasons which will be evident from what follows) is designated as the combustion chamber K1.
  • the combustion chamber K1 is according to the invention mainly defined in and at a transition portion between the compression phase and expansion phase of the two cycle engine, as will be described in more detail in what follows.
  • the working chamber K is expanded from a minimum volume, shown by the combustion chamber K1, gradually to a maximum volume, as shown in Fig. 1a and at said dead point 0a and 0b in Fig. 9 and 10, the combustion chamber K1 being gradually expanded with another chamber K2 in which the expansion and compression strokes of the pistons 44,45 take place.
  • the combustion chamber K1 is defined to a considerable degree in said dead portion/dead space. In practice however the combustion can also continue a bit just outside said dead space, something which will be explained in more detail below.
  • the combustion chamber K1 is defined to a considerable degree in said dead portion/dead space. In practice however the combustion can also continue a bit just outside said dead space, something which will be explained in more detail below.
  • Each piston 44,45 is rigidly connected to its respective pipe-shaped piston rod 48 and 49, which is guided in a rectilinear movement via a so-called cross-head control 50.
  • the cross-head control 50 is arranged partly in the engine block 17 and partly in the respective cover member 17a and 17b at the equivalent free outer end of the respective piston rod 48,49.
  • the cross-head control 50 which is shown in detail in Fig. 5a, forms an axial guide for the piscon rod 48 and 49 just within and just outside the engine block 17.
  • a rotary pin 51 which is fastened at one end of the pipe-shaped piston rod 48 and which passes through the piston rod 48 crosswise, that is to say through its pipe hollow space 52.
  • a main castor 53 on a middle portion 51a of the rotary pin 51, that is to say internally in said hollow space 52, there is rotatably mounted a main castor 53, while on one end portion 51b of the rotary pin 51 on the outwardly facing side 48a of the piston rod 48 there is rotatably mounted an auxiliary castor 55.
  • the main castor 53 comprises an inner hub portion 53a having a roller bearing 53b and an outer rim portion 53c.
  • the rim portion 53c is provided with a double curved, that is to say ball sector-shaped roller surface 53c'.
  • the auxiliary castor 55 has a construction corresponding to the main castor 53 and comprises an inner hub portion 55a, a middle roller bearing 55b and an outer rim portion 55c with ball sector-shaped roller surface 55c'.
  • the main castor 53 is adapted to be rolled off along a roller surface 54 concavely curved in cross-section, which forms a part of a so-called "sine" - curve 54' as shown in Fig. 6 - 8.
  • a ball sector-shaped roller surface 53c' which rolls along an equivalently curved guide surface 54 of the cam guide device 12a and 12b, an effective support abutment can be ensured between the castor 53 and the guide surface 54 under varying working conditions, and possibly with a somewhat obliquely disposed castor and/or obliquely disposed piston rod 48 (49), such as this being able to be permitted in the pivotable mounting of the piston rod 48 in the piston 44, as shown in Fig. 5h.
  • the "sine" - curve 54' is designed in the cam guide device 12a and 12b of the drive shaft on a side facing equivalently axially outwards from the intermediate cylinder's 21.
  • the auxiliary castor 55 is adapted to be rolled off against and along an equivalent, other "sine" - curve (not shown further) concavely curved in cross-section along a roller surface 56a in a roller path, which is designed in the cam guide device 12a (and 12b) radially just within the roller surface 54.
  • the "sine" - curve 54a' is placed radially outermost, while the "sine” curve 56a' is placed in the cam guide device 12a a distance radially within the "sine” - curve 54a'.
  • the "sine" curve 54a' can be arranged radially within the "sine” - curve 56a' (in a manner not shown further).
  • each of the cam guide devices 12a and 12b there are designed a corresponding pair of "sine" - curves 54a', 56a' in a manner not shown further and each "sine" - curve can be provided with one or more "sine" - planes as required.
  • FIG. 1 schematic reference is made to a cam guide device 12a and 12b, while the details in the associated "sine" - curves and “sine" planes are shown further in Fig. 9 - 14.
  • each of the cam guide devices 12a and 12b a single "sine" - plane (having a "sine” - top and a “sine” - bottom), that is to say the "sine" - plane covers an angular arc of 360°, it is however immaterial whether an odd numbered or even numbered number of cylinders is employed.
  • an odd numbered or even numbered number of cylinders there can for instance be employed a larger or smaller number of cylinders as required.
  • the individual encine can be " internally “ geared with respect to speed, all according to which number of "sine” - tops and “sine” - bottoms is to be employed at each 360° revolution of the drive shaft.
  • both engines can be built precisely in the revolutions per minute region which is relevant for the individual application.
  • the series arranged cylinders of the engine, with associated pistons, of the illustrated embodiment are arranged in specific angular positions around the axis of the drive shaft, for instance with mutually equal intermediate spaces along the "sine" - plane or along the series of "sine" - planes ( the "sine” - curve).
  • the support rollers of the pistons are placed in the illustrated embodiment with equivalently equal angular intermediate spaces, that is to say in equivalent rotary angular positions along the "sine" - curve, so that they are subjected one after the other to equivalent piston movements in equivalent positions along the respective "sine" - planes.
  • the engine power is consequently transferred from the different pistons 44,45 one after the other via the support rollers 53 in the axial direction for the drive shaft 11 via respective "sine" - curves each with their “sine” - plane, and the drive shaft 11 is thereby subjected to a compulsory rotation about its axis.
  • the engine power is thereby transferred in an axial direction from support rollers of the piston rods to the "sine" - planes, which are forcibly rotated together with the drive shaft 11 about its axis.
  • the transfer of motive power is obtained from an oscillating piston movement to a rotational movement of the drive shaft, the motive power being transferred directly from respective support rollers of the piston rods to "sine" - planes of the drive shaft.
  • FIG. 6a there is schematically illustrated a support roller 53 on an obliquely extending portion of a "sine" - curve 8a.
  • Axial driving forces are shown from an associated piston 44 having piston rod 48 in the form of an arrow Fa and equivalently in a radial plane decomposed rotational forces transferred to the "sine" - plane 8a shown by an arrow Fr.
  • Fig. 6 - 8 there is schematically shown the mode of operation pf a three cylinder engine 10, in which only the one piston 44 is shown of the two cooperating pistons 44,45, illustrated in a planar spread condition along an associated "sine" - curve 54', which consists of two mutually succeeding "sine" - planes, plus the associated main castor 53 of the associated one piston rod 48.
  • the associated one piston 44 in each of three cylinders 21 of the engine an equivalent arrangement being employed for the piston 45 at the opposite end of the cylinders.
  • the cylinder 21 and the opposite piston 45 have been omitted from Fig.
  • the "sine" - curve 54' is shown with a lower roll path 54, which has a double “sine” - plane-shaped contour and which generally guides the movement of the main castor 53 in an axial direction, in that it more or less constantly effects a downwardly directed force from the piston 44 via the main castor 53 towards the roll path 54 in the expansion stroke and an upwardly directed force from the roll path 54 via the main castor 53 towards the piston 44 in the compression stroke.
  • the auxiliary castor 55 (not shown further in Fig. 6 - 8) is received wich a sure fit relative to an upper roll path 54b, as is shown in Fig. 5a.
  • the said roll path 56b is shown vertically above the main castor 53 in Fig.
  • the auxiliary castor 55 is normally not active, but will control movement or the piston 44 in an axial direction in the instances the main castor 53 has a tendency to raise itself from the cam-forming roll path 54. During operation lifting of the main castor 53 in an unintentional manner relative to the roll path 54 can hereby be avoided.
  • the roll path 56 for the auxiliary castor 55 is, as shown in Fig. 5, normally arranged in the fixed fit spacing from the associated roll path 56a.
  • Fig. 6 - 8 the sine curve 54' is shown with a first relatively steep and relatively rectilinear running curve portion 60 and a subsequent, more or less arcuate, top-forming transition portion/dead portion 61 and a second relatively more gently extending, relatively rectilinearly running curve portion 62 and a subsequent arcuate transition portion/dead portion 63.
  • curve contours are however not representative in detail of the curve contours which are employed according to the invention, examples of the correct curve contours being shown in more detail in Fig. 12 and 13.
  • the "sine" - curve 54' and the "sine" - plane 54 are shown in Fig. 6 - 8 with two tops 61 and two bottoms 63 and two pairs of curve portions 60,62.
  • Fig. 6 - 8 there are illustrated three pistons 44 and their respective main castor 53 shown in equivalent positions along an associated "sine" - curve in mutually different, succeeding positions.
  • the relatively shore first curve portions 60 entail that at all times only one main castor 53 will be found on the one short curve portion and two or roughly two main castors 53 on the two longer curve portions 62.
  • different forms of curve portions can be employed for the compression stroke relative to the form of the curve portions for the expansion stroke.
  • arc length for the expansion stroke of about 105° and an equivalent arc length for the compression stroke of about 75°.
  • actual arc lengths can for instance lie between 110° and 95°when the expansion stroke is concerned and equivalently between 70° and 85° when the compression stroke is concerned.
  • two tops 61 and two bottoms 63 are employed for each 360° revolution of the drive shaft 11, that is to say two expansion strokes per piston pair 44,45 per revolution.
  • Fig. 14 there is schematically shown a midmost, theoretical cam guide curve 8c, which shows the volume change or the working chamber K from a minimum, as shown in the combustion chamber K1 in the dead zones 4a and 4b, to a maximum, as shown in the maximum working chamber K in the dead points 0a and 0b (see Fig. 9 - 10 and 12- 14).
  • the curve 8b as is illustrated in Fig. 12 - 14, is shown at the dead point 0b phase-displaced an angle of rotation of 14° in front of the dead point 0a of the curve 8a.
  • Fig. 9 and 10 there are schematically illustrated five cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 and belonging to two associated curves 8a and two curves 8b, shown spread in a schematically illustrating manner in one and the same plane.
  • the five cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 are shown in respective angular positions with a mutual angular space of 72°, that is to say in positions which are uniformly distributed around the axis of the rotary shaft 11.
  • a first curve 8a which covers an arc length of 180° from a position 0°/360° to a position 180°.
  • a corresponding curve 8a passes over a corresponding arc length of 180° from position 180° to position 360°. In other words two succeeding curves 8a for each 360° revolution of the drive shaft.
  • the curve 8a shows in position 0°/360° a first dead point 0a. From position 0° to a position 38.4° there is shown a first transition portion 1a, which corresponds to a first part of a compression stroke and from position 38.4° to position 59.2° an obliquely (upwardly) extending rectilinear portion 2a, which corresponds to a main part of the compression stroke and from position 59.2° to a position 75° a second transition portion 3a, which corresponds to a finishing part of the compression stroke.
  • transition portion 5a From the position 80° to a position 95.8° there is shown a transition portion 5a, from the position 95.8° to a position 150° an oblique downwardly extending, rectilinear portion 6a and from the position 150° to a position 180° a transition portion 7a.
  • the three portions 5a, 6a, 7a together constitute an expansion portion.
  • Fig. 13 there is shown an equivalent (mirror image) curve contour for the remaining curve 8b, shown with a dead point 0b and succeeding curve portion 1b-7b.
  • the cam guide continues with a corresponding curve 8b between the positions 166° and 346° (see Fig. 10).
  • the first curve 8a (Fig. 12) controls opening (position 160°/340°) and closing (position 205°/25°) of exhaust ports 25.
  • the second curve 8b (Fig. 13) control opening (position 146°/326°) and closing (position 185°/5°) of scavenging ports 24.
  • Fig. 14 there is shown a phase-displacement of 14° between the dead points 0a and 0b, in the illustrated, schematic comparison of the curves 8a and 8b.
  • Curve 8b as shown by broken lines in Fig. 14, is for comparative reasons shown in mirror image form relative to the curve 8a, which for its part is shown in full lines in Fig. 14.
  • curve 8c By chain lines there is shewn the midmost, theoretical curve 8c, which illustrates a curve contour approximately like or more like a mathematical "sine curve" - contour.
  • Fig. 9 and 10 there is shown the "sine" - plane 8b in a position 14° in front of the position for the "sine" - plane 8a.
  • the five said cylinders 21-1, 21-2, 21-3, 21-4 and 21-5 are shown in successive positions relative to the associated "sine" plane and individually in successive working positions, as shown in the following diagram 1 and diagram 2.
  • Diagram 1 with reference to Fig. 9 and Fig. 12 - 13. Cylinder No.
  • the exhaust ports 25 are held on the other hand open over an arc length of 39°, that is to say over an arc length which is phase-displaced 14° relative to the arc length in which the scavenging pores are open (see Fig. 14).
  • the scavenging pores 24 can consequently be open over an arc length of 20° (see the curve portions 1a - 3a in Fig. 12 and the single hatched section A' in Fig. 14) after the exhaust ports 25 are closed.
  • This means that the compression chamber over the last-mentioned arc length of 20° can inter alia be supplied an excess of scavenging air, that is to say is overloaded with compressed air.
  • Diagram 2 with reference to Fig. 10 and Fig. 12 - 13. Cylinder No.
  • the said sections A' and B' show the axial dimensions of the exhaust ports 25 and the axial dimensions of the scavenging ports 24 in a respective outer portion of the working chamber K.
  • the ports 24 and 25 can thereby be designed of equal height in each end of the working chamber K. The said height is shown in Fig. 12 -14 by ⁇ 2.
  • Fig. 14 the contours of the respective two curves 8a,8b, which are shown schematically in mirror image relative to each other will be evident.
  • Curve 8b is shown real with a full line, while curve 8b is shown with a broken line, in mirror image about a middle axis between the pistons 44,45.
  • the curve 8c shows a theoretical midmost curve between the curves 8a,8b. It will be evident that the midmost curve 8c has a contour which lies more closely up to a sine curve contour than the contours of the curves 8a, 8b individually. Consequently, even if one gets a relatively unsymmetrical contour in the curves 8a,8b mutually, a relatively symmetrical contour of the midmost curve 8c can be achieved.
  • the fuel is injected in a jet with a flow into the rotating scavenging air current and is mixed/atomised effectively in the rotating scavenging air current.
  • the combustion starts immediately after ignition and is accomplished mainly over a limited region in which the pistons roughly occupy a maximum pushed in position, that is to say at the close of the curve zone 3a, 3b, that is to say in a region where the pistons are subjected to minimal axial movement.
  • the combustion proceeds mainly or to a significant extent where the pistons 44,45 are held at rest in the inner dead portion 4a and 4b, that is to say over an arc length of 10° and 5° respectively.
  • the combustion continues as required to a greater or smaller degree in the following transition portion 5a,5b and in the main expansion portion 6a,6b, depending upon the speed of rotation of the rotary shaft.
  • the combustion chamber can be allowed to be expanded to the portion 5a,5b just outside the dead portion 4a,4b with largely corresponding advantages in a defined volume of the working chamber K.
  • the speed of combustion is as known of an order of magnitude of 20 - 25 meters per second.
  • the combustion area can be effectively covered over the whole of the disc-shaped combustion chamber K1. In practice especially favourable combustion can thereby be achieved with relatively short flame lengths.
  • a ceramic ring that is to say a ceramic coating applied in an annular zone of the working chamber K corresponding to a combustion region (3a - 5a,3b,5b), so that high temperatures can be employed especially in the combustion chamber K1, but also in the following portion 5a,5b of the combustion region.
  • the ceramic ring which is shown with a dimension as indicated by a broken line 70 in Fig. 12 - 14, comprises the whole combustion chamber K1 and is in addition extended further outwards in the combustion chamber over a distance 13.
  • the compression phase takes place relative to the curves 8a,8b under angles of inclination of between about 25° and about 36° in the respective two curves 8a and 8b, that is to say with a mean angle (see Fig. 14) of about 30°. If desired the angles of inclination (and the mean angle) can for instance be increased to about 45° or more as required.
  • the expansion phase takes place correspondingly in the illustrated embodiment at between about 22° and 27° in the two curves 8a and 8b, that is to say while at a mean angle (see Fig. 14) of about 24°.
  • a still additional increase of the rotational effect can be obtained according to the construction as shown in Fig. 4b by the application of an extra (second) fuel nozzle 37a, which is disposed angularly displaced relative to the first fuel nozzle 37, and by the application of an extra ignition arrangement 39a, which is disposed angularly displaced relative to the first ignition arrangement 39.
  • the exhaust ports 25 open again, on the termination of the working cycle, the exhaust gas is exhausted with a high speed of movement, that is to say with a high rotational speed, during exhaustion of exhaust gas via the said obliquely disposed exhaust ports.
  • the rotational effect for the exhaust gases is maintained immediately the obliquely disposed scavenging ports 24 open, so that the residues of the exhaust gases are scavenged with a rotational effect outwardly from he working chamber K at the close of the expansion phase and the beginning of the compression phase. Thereafter the rotational effect is maintained, after closing of the exhaust ports, the scavenging ports being continued to be held open over a significant arc length.
  • a constructional solution for such a regulation according to the invention is based on pressure oil - controlled regulating technique.
  • pressure oil - controlled regulating technique there can be employed for instance electron-controlled regulating technique, which is not shown further herein, for regulating the compression ratio.
  • Fig. 15 and 16 there is shown schematically an alternative solution of certain details in a cam guide device, as it is referred to herein by the reference numeral 112a, and of an associated piston rod, as shown by the reference numeral 148 as well as a pair of pressure spheres, as shown by the reference numerals 153 and 155.
  • the cam guide device 112a is a cam guide device
  • the cam guide device 12a is shown having a relatively space-demanding design with associated casters 53 and 55 arranged at the side of each other in the radial direction of the cam guide device 12a, that is to say with the one caster 53 arranged radially outside the remaining caster 55 and with the associated "sine" - grooves 54,55c illustrated correspondingly radially separated on each of their radial projections
  • the cam guide device 112a is shown with associated pressure spheres 153, 155 arranged in succession in the axial direction of the cam guide device 112a, that is to say with a sphere en each respective side of an individual, common projection, illustrated in the form of an intermediate annular flange 112.
  • the annular flange 112 is shown with an upper "sine” - curve forming "sine” - groove 154 for guiding an upper pressure sphere 153, which forms the main support sphere of the piston rod 148, and a lower "sine” - curve forming "sine” - groove 155a for guiding a lower pressure sphere 155, which forms the auxiliary support sphere of the piscon rod 148.
  • the grooves 154 and 155a have, as shown in Fig. 15, a laterally concavely rounded form corresponding to the spherical contour of the spheres 153,155.
  • the annular flange 112 is shown having a relatively low thickness, but the low thickness can be compensated for as to strength in that the annular flange 112 has in the peripheral direction a self-reinforcing "sine" - curve contour, such as indicated by the obliquely extending section of the annular flange illustrated in Fig. 16.
  • the annular flange 112 is shown segmentally in section, while in Fig. 16 there is shown in cross-section a peripherally locally defined segment or the annular flange 112, seen from the inner side of the annular flange 112.
  • the piston rod 148 The piston rod 148:
  • a pipe-shaped, relatively voluminous piston rod 48 is shown, while in the alternative embodiment according to Fig. 15 and 16 there is illustrated a slimmer, compact, rod-shaped piston rod 148 having a C-shaped head portion 148a with two mutually opposite sphere holders 148b,148c for a respective pressure sphere 153,155.
  • the piston rod 148 can in a manner not shown further be provided with external screw threads which cooperate with internal screw threads in the head portion, so that the piston rod and thereby the associated sphere holder 148b can be adjusted into desired axial positions relative to the head portion 148a. This can inter alia facilitate the mounting of the sphere holder 148b and its associated sphere 153 relative to the annular flange 112.
  • annular flange 112 is shown with a minimum thickness at obliquely extending portions of the annular flange, while the annular flange 112 can have in a manner not shown further a greater thickness at the peaks and valleys of the "sine" -curve, so that a uniform or largely uniform distance can be ensured between the spheres 153,154 along the whole periphery of the annular flange.
  • a lubricating oil intake which internally in the C-shaped head portion 148a branches off into a first duct 101 to a lubricating oil outlet 102 in the upper sphere holder 148b and into a second duct 103 to a lubricating oil outlet 104 in the lower sphere holder 148c.
  • pressure spheres 153,155 are shown according to Fig. 15 and 16.
  • the pressure spheres 153,155 are mainly adapted to be rolled relatively rectilinearly along the associated "sine" - grooves 154,155a, but can in addition be permitted to be rolled sideways to a certain degree in the respective groove as required.
  • the spheres 153 and 155 are designed identically, so that the sphere holders 148a, 148b and their associated sphere beds can also be designed mutually identically and so that the "sine" - curves 154,155a can also be designed mutually identically.
  • the pressure spheres 153,155 are shown hollow and shell-shaped with a relatively low wall thickness. There are obtained hereby pressure spheres of low weight and small volume, and in addition there is achieved a certain elasticity in the sphere for locaily relieving extreme pressure forces which arise in the sphere per se .
  • a pair of guide rods 105,106 are shown which pass through internal guide grooves 107,108 along opposite sides of the head portion 148a of the piston rod 148.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Carbon And Carbon Compounds (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Reciprocating Pumps (AREA)
  • Transmission Devices (AREA)
EP98920742A 1997-04-25 1998-04-22 Arrangement in a combustion engine with internal combustion Expired - Lifetime EP0977938B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
NO971906A NO306422B1 (no) 1997-04-25 1997-04-25 Anordning ved forbrenningsmotor med innvendig forbrenning
NO971906 1997-04-25
PCT/NO1998/000126 WO1998049436A1 (en) 1997-04-25 1998-04-22 Arrangement in a combustion engine with internal combustion

Publications (2)

Publication Number Publication Date
EP0977938A1 EP0977938A1 (en) 2000-02-09
EP0977938B1 true EP0977938B1 (en) 2002-06-19

Family

ID=19900655

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Application Number Title Priority Date Filing Date
EP98920742A Expired - Lifetime EP0977938B1 (en) 1997-04-25 1998-04-22 Arrangement in a combustion engine with internal combustion

Country Status (20)

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EP (1) EP0977938B1 (hu)
JP (1) JP2001522429A (hu)
KR (1) KR20010020296A (hu)
CN (1) CN1097149C (hu)
AT (1) ATE219551T1 (hu)
AU (1) AU726948B2 (hu)
BR (1) BR9808980A (hu)
CA (1) CA2287378A1 (hu)
CZ (1) CZ291216B6 (hu)
DE (1) DE69806147T2 (hu)
DK (1) DK0977938T3 (hu)
ES (1) ES2178835T3 (hu)
HU (1) HUP0000736A3 (hu)
NO (1) NO306422B1 (hu)
NZ (1) NZ337971A (hu)
PL (1) PL190094B1 (hu)
PT (1) PT977938E (hu)
RU (1) RU2178528C2 (hu)
TW (1) TW388785B (hu)
WO (1) WO1998049436A1 (hu)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8342143B2 (en) 2008-01-16 2013-01-01 Toyota Jidosha Kabushiki Kaisha Spark ignition type internal combustion engine
US8844961B2 (en) 2010-04-27 2014-09-30 Levo Ag Wohlen Stand-up unit for stand-up wheelchairs and chairs, particularly therapy chairs
PL216801B1 (pl) 2009-09-18 2014-05-30 Dariusz Wójtowicz Silnik wielocylindrowy zwłaszcza na sprężone gazy lub spalinowy wewnętrznego spalania ze zmiennym stopniem sprężania
KR20110032803A (ko) * 2009-09-24 2011-03-30 최진희 크랭크리스 엔진
GB2477272B (en) 2010-01-27 2014-06-25 Two Stroke Developments Ltd Internal combustion engine comprising piston dwell mechanism
RU2450138C2 (ru) * 2010-03-15 2012-05-10 Игорь Антонович Холмянский Двигатель внутреннего сгорания
WO2013041964A1 (en) 2011-09-20 2013-03-28 Maurer Balz Powered wheelchair with articulating drive wheels
US20130276761A1 (en) * 2012-04-24 2013-10-24 Patrick C. Ho Variable-compression engine assembly
CN103541819B (zh) * 2012-07-17 2017-08-08 瓦锡兰瑞士公司 大型往复活塞式燃烧发动机及其控制设备和控制方法
CA2912396A1 (en) 2013-05-17 2014-11-20 Dane Technologies, Inc. Devices relating to multifunctional aircraft aisle wheelchair
JP6364689B2 (ja) * 2013-11-04 2018-08-01 インエンジン、エス．エル． 内燃エンジン
CN108515814B (zh) * 2018-03-30 2023-05-23 安徽工程大学 一种自充气的气动三轮车及其使用方法
CN110578663B (zh) * 2019-07-31 2021-05-25 杭州盛维科技有限公司 一种轴向柱塞泵及往复传动机构
WO2023157088A1 (ja) * 2022-02-15 2023-08-24 ヤマハ発動機株式会社 副室燃焼４ストロークエンジン

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US1352985A (en) * 1918-04-20 1920-09-14 Murphy Engineering Company Explosive-engine
US1802902A (en) * 1928-05-12 1931-04-28 Brau Marcel Internal-combustion engine
DE2849783A1 (de) * 1978-04-25 1979-11-08 Charles Gwin Renegar Verbrennungskraftmaschine mit gegenueberliegenden, gefuehrten kolben und nockenantrieben
US4432310A (en) * 1979-05-03 1984-02-21 Leonard J. E. Waller Parallel cylinder internal combustion engine
US5031581A (en) * 1988-08-29 1991-07-16 Powell Brian L Crankless reciprocating machine
US5215045A (en) * 1992-07-08 1993-06-01 Ivan Vadnjal Cam drive internal combustion engine
FR2732722B1 (fr) * 1995-04-04 1997-06-13 Romatier Laurent Moteur thermique a cylindree constante et taux de compression variable

Also Published As

Publication number Publication date
NO306422B1 (no) 1999-11-01
DE69806147T2 (de) 2003-02-13
JP2001522429A (ja) 2001-11-13
AU726948B2 (en) 2000-11-30
ES2178835T3 (es) 2003-01-01
NO971906L (no) 1998-10-26
PL190094B1 (pl) 2005-10-31
KR20010020296A (ko) 2001-03-15
PT977938E (pt) 2002-11-29
WO1998049436A1 (en) 1998-11-05
HUP0000736A2 (hu) 2000-06-28
ATE219551T1 (de) 2002-07-15
HUP0000736A3 (en) 2001-05-28
EP0977938A1 (en) 2000-02-09
DE69806147D1 (de) 2002-07-25
NO971906D0 (no) 1997-04-25
CN1253607A (zh) 2000-05-17
TW388785B (en) 2000-05-01
AU7351898A (en) 1998-11-24
CZ291216B6 (cs) 2003-01-15
BR9808980A (pt) 2000-08-01
CZ377799A3 (cs) 2000-04-12
NZ337971A (en) 2001-06-29
RU2178528C2 (ru) 2002-01-20
DK0977938T3 (da) 2002-10-14
CN1097149C (zh) 2002-12-25
PL336380A1 (en) 2000-06-19
CA2287378A1 (en) 1998-11-05

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