WO2001040629A1 - Improved engine and drive system - Google Patents
Improved engine and drive system Download PDFInfo
- Publication number
- WO2001040629A1 WO2001040629A1 PCT/GB2000/004546 GB0004546W WO0140629A1 WO 2001040629 A1 WO2001040629 A1 WO 2001040629A1 GB 0004546 W GB0004546 W GB 0004546W WO 0140629 A1 WO0140629 A1 WO 0140629A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- piston
- shaft
- arm
- cylinders
- Prior art date
Links
Classifications
-
- 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
- F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
- F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
-
- 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
- F01B5/00—Reciprocating-piston machines or engines with cylinder axes arranged substantially tangentially to a circle centred on main shaft axis
- F01B5/006—Reciprocating-piston machines or engines with cylinder axes arranged substantially tangentially to a circle centred on main shaft axis the connection of the pistons with an actuated or actuating element being at the inner ends of the cylinders
Definitions
- the present invention relates to an engine and drive system, which may be used together or separately.
- an engine comprising at least two open ended curved cylinders disposed in toroidal arrangement with respect to a central pivot point, at least two piston arms pivoted about said point, at least four pistons each one adapted to cooperate with one end of a respective cylinder and arranged in pairs so mounted to a piston arm as to face tangentially one away from the other for alternate engagement with adjacent ends of two of said at least two cylinders.
- piston arms are provided, each journalled for pivoting movement about said point and each having one said pair of pistons mounted at each end of the arm.
- Each piston arm may pivot through an angle of up to 33°, ideally either 28°, 24°, or 21°.
- the cylinders are arranged equiangularly about the periphery of a circle defined by said piston arms, and each may comprise a portion of either a circular or elliptical cross-section torus.
- the two piston arms are disposed transversely and may be orthogonal at a median point in their respective reciprocating pivotal movements.
- Each cylinder is provided with an inlet port adjacent one end and an exhaust port adjacent an opposite end, each closed by a respective piston during its inward travel and openable during the outward travel of said piston
- Movement of said pistons may be regulated by power take off/timing means which comprise a central axle and an arm rotatable thereabout, each diametrically opposed end of said arm being so connected by lever means to one of said two piston arms that the reciprocating pivotal movement of the piston arms is converted to continuous rotary movement of the central axle.
- power take off/timing means comprise a central axle and an arm rotatable thereabout, each diametrically opposed end of said arm being so connected by lever means to one of said two piston arms that the reciprocating pivotal movement of the piston arms is converted to continuous rotary movement of the central axle.
- said power take-off means may be provided with flywheel means to smooth out and maintain the rotary movement of the central axle
- a drive system comprising a first powered shaft, a second unpowered shaft spaced from and linked to said first shaft, at least one rotatable member freely journalled to said second shaft, at least one drive arm extending from said first shaft and at least one connection link means to connect a remote end of the or each said drive arm with a point on the or a respective one of said rotatable member spaced from said second shaft
- Figure 1 shows a perspective view of one embodiment of the present invention in which the timing controls are connected to the cent ⁇ 1 bearing;
- Figure 2 shows a second embodiment of the present invention in which the timing controls are connected to two pistons of the engine,
- Figure 3 shows in plan view an embodiment of the engine of the present invention
- FIGS. 4A, 4B, 4C and 4D show schematically timing arrangements for one combustion cycle of the engine
- Figure 5 shows a plan view of a drive system for a helicopter, driven by one embodiment of the present invention
- Figure 6 shows a schematic side view of the system shown in Figure 5
- Figure 7 shows a variable variant of the system shown in Figure 5
- Figure 8 is a schematic side view of the Figure 7 system
- an engine having four cylinders 10 arranged toroidally to encircle a central bearing 1 1, the cylinders being arranged as two opposite pairs
- each piston arm 12A and 12B Journalled around the central bearing 1 1 are two piston arms 12A and 12B At the outermost ends of each piston arm 12A and 12B is a piston head 13N 13B having two oppositely directed piston faces 14
- Each piston face 14 may be planar or may be so hollowed as to increase the size of the combustion chamber formed when the piston faces 14 of pistons 13A and 13B close together
- piston arms 12A and 12B move in a confined space into which air is inlet via a one way valve (not shown) During the engine compression strokes, the coming together one way or the other of piston arms 12A and 12B will compress this air in respective reservoir spaces between the arms, a cylinder 10 and the centre bearing 1 1 This compressed air may then be released into a cylinder at the appropriate point in the cycle thereof
- the power take-off is effected by means of arms 17 attached to a revolving take-off shaft 18
- Opposite ends of the arm 17 are journal led to a first end of respective connecting rods 20A and 20B
- the second ends of the connecting rods 20A and 20B are journalled to move with either respective pistons 13 A and 13B, or piston arms 12A and 12B.
- the second ends of the connecting rods 20A and 20B are journalled to lever arms 21A and 21B which each oscillate with that part of the centre bearing 1 1 connected to a respective piston arm 12A or 12B.
- the second ends of the connecting rods 20A and 20B are journalled to arms 22A and 22B which are themselves connected directly to an outward facing surface of one of each pair of pistons 13 A and 13B to extend directly outwardly thereof, and to oscillate therewith.
- the take-off shaft 18 may be cranked (not shown) so as to allow free passage of the connection rods through the axis of the shaft.
- the exhaust ports 16 for each cylinder pair may be kept open for longer than the inlet ports 15 for the same cylinder pair despite there being a fairly constant speed of rotation of the take off shaft 18, by dint of suitable arrangement of the ports in the wall of the cylinder.
- the engine of the present invention offers a number of advantages. For example, there need be no oil, water, associated pumps, filters, pressure or temperature sensors or gauges, belts or radiators.
- either male or female piston rings may be used to effect a seal between pistons and cylinder bores. If used, they can be changed in a short time using basic tools. All bearings are mounted externally and are low speed sealed (TSL type) taper roller bearings with a long life expectancy (and which are in any case easy to change).
- TSL type low speed sealed
- the engine and drive system are very simple and require very few parts, perhaps as few as fourteen. In any event, nearly all parts are in pairs or fours. Hence there are very low production costs and spare parts inventory. Construction is very simple with no expensive machining, and sizes can be moduled from very small to engines suitable for rail locomotives or even ships.
- the engine or major components thereof may be made from such materials as cast metal, e.g. iron/aluminium/bronze; sheet mild steel; ceramic; plastic/ceramic armour material; and/or carbon fibre.
- the engine In use, the engine has very low internal friction, and is therefore very efficient.
- the only possible leaks are fuel, air, exhaust, and the only need for servicing involves the fuel and ignition systems.
- the present internal combustion engine may be combined with an electric motor/generator for selective use to enable compliance with various "green" laws without being limited on range.
- the power take-off/timing mechanism may include a simple differential gear.
- Several types could be used, adapted to allow electric only drive in town.
- the power take off may be apportioned between engine drive and generator, out of town, to regulate speed.
- electric drive can be used in town, and internal combustion can be used outside town. Both together may be used for climbing hills or for maximum power, for example when overtaking.
- Power output can be extracted from the present engine in various forms electrical - a c , d c , 50Hz, 60Hz, hydraulic - oil, water, air pressure, mechanical - rotary or reciprocal
- the compact size and flexible design of the engine and system allows many different types of installation, for example in drive shafts, to replace differentials, within wheels, under floors and the like
- the engine drive could be used as a generator of electric power
- the centre bearing interactive faces can be increased in size and no external power take off will be needed This natural pumping action may be applicable for fluid pumps e g fire engine or other water pumps, or indeed in marine use for propulsion
- the power take-off/timing module or modules can be positioned at any distance from the centre bearing It may be on any side or, where there are two, split symmetrically Each module may be the same or of different scale sizes.
- a larger module may be employed as a power take-off point, while a smaller, gracile module is employed to regulate timing
- one large timing module can control and take power from two or more engine modules
- Other methods of operation of the engine allow the possibility of using water injection after ignition. This cools the engine, and the rapid expansion may give more power for external torsion. There is also the possibility of rich mixture chamber on cylinder.
- the engine could accommodate variation in inlet and exhaust ports and air boost pressure so as to allow operation at altitude, e.g. by propeller aircraft at 2100 rpm, with no gear reduction.
- the engine is well adapted for use to propel helicopters, and variation in output differential type will allow helicopters to fly forwardly at substantially greater speeds than presently attainable.
- the drive system of the invention may find use in direct drive of rotary take-offs such as helicopter blades, rotary lawn mowers and the like.
- the forward translational speed of the helicopter is limited by the rotary speed of the blades, since the helicopter is unstable when the blade speed on its rearward leg is less than the forward overall air speed.
- helicopters the engine is at 90° to the drive to blades via a gearbox.
- the device of the present invention is direct without a gearbox.
- an additional shaft is provided, offset from the drive shaft.
- the blades are independently journalled at their roots for rotation about said additional shaft.
- Drive rods are provided, equal in number to the blades, fixed at one end to the drive shaft and bearing pivots at their outer ends.
- a linkage d connects the outer end of each connection rod to a pivot situated partway along a blade These linkage rods are journalled at each end for pivotal movement about the respective pivots on the drive rod and the blade
- the additional shaft 22 is offset from the drive shaft 21, which may be directly driven from the power take-off 18 or otherwise
- Drive rods 23 A, 23B, 23C, 23D are fixed to drive shaft 21 at one end, such that they rotate with the shaft
- Each drive rod bears a pivot 24N 24B, 24C, 24D at the end remote from the drive shaft
- Linkage rods 25A, 25B, 25C, 25D connect the pivots 24A, 24B, 24C, 24D respectively to further pivots 26A, 26B, 26C, 26D respectively, situated partway along blades 27A, 27B, 27C, 27D respectively
- drive shaft 21 rotates in an
- Figure 6 shows a schematic side view of the connections to one blade of Figure 5, demonstrating how the various parts fit together
- the shaft 22 is offset from the drive shaft 21 by a distance less than the length of the drive rods 23 A, 23B, 23C, 23D Should this offset distance be reduced to zero, then the motion of the blades becomes identical to the rotation of the drive shaft
- the angular speed of the blades reaches a peak value almost three times that of the drive shaft, at a point between position 27D and position 27 A Over most of the path of the blades, their angular speed is reduced to between 60% and 80% of that of the drive shaft Since they are then travelling head on into the airflow 30, their speed relative to the air and the lift generated are not significantly harmed
- the offset distance between the shaft 22 and the drive shaft 21 is variable by means of a suitable mechanism 32
- This mechanism may, for sake of example but not exclusively, comprise a sliding telescopic extensible arm (as shown) or a folding extensible arm, along with suitable control means
- a side elevation is shown in Figure 8
- Adjustment of the offset distance alters the degree of variability in the angular speed of the blades, as shown from comparison of Figure 5 with Figure 7, where the offset distance is half of that in Figure 5
- the configuration of the system may thus be adjusted to suit the flight conditions. For example, the maximum offset might only be deployed when maximum forward speed is required.
- parallelogram linkages may be fitted in the blades, outboard of pivots 26A, 26B,
- variable speed outputs it may be advantageous to couple more than one such drive system in series to amplify or exaggerate the variable speed outputs.
- a drive system could be used in reverse to bring variable speed inputs back to a more constant output form.
- a further advantage of the present invention when used to power helicopters is its convenient shape and drive arrangement.
- Most present day helicopters use a linear, horizontally- arranged engine, with the drive rotated by 90° to power the vertical drive shaft for the blades by means of a differential and a gearbox.
- the present invention produces an output to a vertical shaft, which may be connected directly to the drive shaft, giving a significant and very useful saving in weight and complexity.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transmission Devices (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/890,534 US6691647B2 (en) | 1999-11-29 | 2000-11-29 | Engine and drive system |
EP00979778A EP1147290A1 (en) | 1999-11-29 | 2000-11-29 | Improved engine and drive system |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB9928067.9 | 1999-11-29 | ||
GBGB9928067.9A GB9928067D0 (en) | 1999-11-29 | 1999-11-29 | Improved engine and drive system |
GB0012028.7 | 2000-05-19 | ||
GB0012028A GB2356670B (en) | 1999-11-29 | 2000-05-19 | Improved engine and drive system |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2001040629A1 true WO2001040629A1 (en) | 2001-06-07 |
Family
ID=26244302
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/GB2000/004546 WO2001040629A1 (en) | 1999-11-29 | 2000-11-29 | Improved engine and drive system |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1147290A1 (en) |
WO (1) | WO2001040629A1 (en) |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3580228A (en) * | 1969-05-20 | 1971-05-25 | Octavio Rocha | Oscillating internal combustion engine |
US3602203A (en) * | 1970-01-29 | 1971-08-31 | Robert C Mowry | Toroidal two-cycle engine |
FR2384102A1 (en) * | 1977-03-18 | 1978-10-13 | Domenge Alberto | Reciprocating machine e.g. IC or steam engine or compressed air motor - has curved pistons in curved cylinders producing oscillating motion easily transformed into rotation |
US4899957A (en) * | 1971-03-08 | 1990-02-13 | Karl Eickmann | Air borne craft, for example helicopter, and related devices |
DE4000384A1 (en) * | 1990-01-09 | 1991-07-11 | Hermann Meckes | Reciprocating piston IC engine - has circular arc cylinder and has cylinder and two pistons on common axis |
-
2000
- 2000-11-29 EP EP00979778A patent/EP1147290A1/en not_active Withdrawn
- 2000-11-29 WO PCT/GB2000/004546 patent/WO2001040629A1/en not_active Application Discontinuation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3580228A (en) * | 1969-05-20 | 1971-05-25 | Octavio Rocha | Oscillating internal combustion engine |
US3602203A (en) * | 1970-01-29 | 1971-08-31 | Robert C Mowry | Toroidal two-cycle engine |
US4899957A (en) * | 1971-03-08 | 1990-02-13 | Karl Eickmann | Air borne craft, for example helicopter, and related devices |
FR2384102A1 (en) * | 1977-03-18 | 1978-10-13 | Domenge Alberto | Reciprocating machine e.g. IC or steam engine or compressed air motor - has curved pistons in curved cylinders producing oscillating motion easily transformed into rotation |
DE4000384A1 (en) * | 1990-01-09 | 1991-07-11 | Hermann Meckes | Reciprocating piston IC engine - has circular arc cylinder and has cylinder and two pistons on common axis |
Also Published As
Publication number | Publication date |
---|---|
EP1147290A1 (en) | 2001-10-24 |
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