Patent Grant
9540932
The present invention relates to an internal combustion piston engine having a wobble plate or swash plate. In particular, it relates to a wobble plate engine in which the piston displacement can be continuously varied over a range of displacements while maintaining a constant compression ratio.
Current internal combustion engines typically use one or more pistons in single, opposed, in-line or V arrangements. They use a crankshaft where the piston is connected to a crankshaft through a connecting rod. The crankshaft has one or more bearings offset from the center of the shaft that drive the pistons back and forth as the shaft turns to ingest and exhaust gases contained by the piston in a cylindrical space in the engine block. They operate with a constant displacement and constant compression ratio. Thus they are essentially constant displacement engines. Some attempts (such as in some Cadillac and Honda automobiles) have been made to vary displacement by inactivating use of certain cylinders in a multi-piston engine. The engine displacement is changed in discontinuous steps limiting fuel efficiency over a continuously variable displacement engine. Also, the frictional losses are not reduced in this design at reduced power and engine control becomes more complex.
Aircraft engines have also been designed with multiple pistons arranged in a radial manner around a single offset bearing on the crank shaft. This arrangement is used when high torque is required and the engine speed (rotations per minute) is not very high.
High speed rotary compressors and turbines have also been used in engine designs, primarily in aircraft applications, where air is drawn through the engine, mixed with fuel and combustion is internal to the engine. These applications are generally not suitable for land vehicle or industrial uses because of cost and low fuel efficiency.
Many factors affect the useful power that is produced by an internal combustion engine. The five main variables for a piston engine are the engine displacement, speed (rotations per minute), compression ratio, inlet air pressure and fuel-to-air ratio. Thermodynamic principles indicate that for an internal combustion engine of fixed displacement, maximum fuel efficiency (ratio of useful power to fuel consumed) of traditional engines occurs near the conditions of maximum inlet air pressure, which is also near the maximum power setting for a given engine speed. In internal combustion engine applications, the common method of controlling power produced is to lower intake pressure until the desired power level is produced. Thus the engine is normally operating at reduced efficiency.
U.S. Pat. No. 5,553,582, issued to Speas, shows an engine based on the wobble plate concept wherein the engine design is capable of varying engine displacement, cylinder compression ratio, valve timing and valve travel. The Speas design may be considered very complex, and may not be practical for an operational engine. The complex mechanisms in the Speas patent required to achieve all the variables are not needed in a fuel efficient engine and may prevent the design from being implemented.
One embodiment comprises a 4-stroke piston engine with one or more cylinders arranged around a central straight power shaft. The axes of the cylinders are parallel to the axis of the power shaft. A piston control mechanism is linked to the power shaft at a variable angle with respect to the power shaft axis. The piston control mechanism transforms the forces from the piston(s) into torque to turn the power shaft. As the displacement is continuously varied, the top of the piston stroke is automatically varied to maintain a constant compression ratio throughout the full range of displacement. Maintaining a constant compression ratio throughout the range of piston displacement permits the engine to maintain full intake air pressure and maximum fuel efficiency over a wide range of power demand.
In a preferred embodiment, the range of engine displacement can be continuously and smoothly varied over at least a range of 3:1. In another preferred embodiment, lesser power demand is met by restricting intake air flow and fuel (limiting intake air pressure) at minimum displacement. Variations in valve timing are readily achieved by a simple actuation mechanism. This combination of engine features improves fuel efficiency over conventional designs in applications wherein the engine will routinely operate at various power demands.
In still other embodiments, an engine is provided having numerous advantages over conventional designs in addition to those previously described. In some embodiments, the engine requires a small spatial envelope. In other embodiments, the engine weight is reduced by the structural efficiency of the straight power shaft, structural efficiency of the engine block and reduction of weight in the pistons and connecting rods due to lower side forces. In other embodiments, the inertial forces are also lower because of the reduced weight and the feature that the primary inertial mode is balanced in multi-piston engine configurations.
In still other embodiments, an engine is provided that is readily scalable and is readily adapted to other piston control mechanism configurations. In various embodiments, the engine can accommodate up to five cylinders with little change in engine spatial envelope over a single cylinder design. In other embodiments, the engine competes favorably with much more complicated and costly hybrid power trains (i.e., combined internal combustion and electrical) in automotive engine systems. In other embodiments, the engine provides improved fuel efficiency may be even more important in large truck applications, especially for long cross-country routes where fuel costs are a high part of the transportation cost. In other embodiments, two or more sets of pistons can also be grouped together in various arrangements.
In still other embodiments, hydraulically powered valve lifters (rather than conventional cams) and/or a hydraulic piston replacement for the mechanical piston control mechanism actuator may offer further improvements. In other embodiments, hydraulic valve actuation permits an electronic engine control unit to vary valve timing and/or valve open duration and/or rate of valve opening and closing and/or valve travel.
In another embodiment, an engine comprises an engine block, an elongated power shaft rotatably supported by the engine block, the power shaft having a longitudinal axis, and at least one cylinder supported by the engine block. Each cylinder has a bore defining a bore axis aligned substantially parallel to the longitudinal axis of the power shaft. The engine of this embodiment further comprises one or more pistons corresponding in number to the number of the cylinders, each respective piston being slidably disposed within the bore of a respective cylinder. The engine of this embodiment further comprises a wobble plate assembly having a generally annular configuration defining a central opening through which central opening the power shaft passes, the wobble plate assembly including a central support member, a first ring portion, a second ring portion and a ring bearing assembly. The central support member is longitudinally slidably mounted on the power shaft and defines a pivot axis for the wobble plate assembly. The pivot axis intersects the longitudinal axis of the power shaft in a perpendicular orientation and rotates with the power shaft. The first ring portion is pivotally mounted on the central support member such that the first ring portion pivots about the pivot axis and rotates with the central support member. The second ring portion is concentrically disposed adjacent the first ring portion and has mounted thereon one or more connecting rod bearings corresponding in number to the number of the cylinders. The ring bearing assembly is connected between the first ring portion and the second ring portion so as to allow the first ring portion to rotate about the common center relative to the second ring portion while constraining the second ring portion to remain parallel to the first ring portion. The wobble plate assembly, when viewed in a direction parallel to the pivot axis, defines a wobble plate inclination plane and a wobble plate inclination angle θ, the wobble plate inclination plane being seen as a line passing through the center of the pivot axis and the center of the connecting rod bearing(s), when viewed in a direction parallel to the pivot axis, and the wobble plate inclination angle θ being the angle of intersection between the wobble plate inclination plane and a line perpendicular to the longitudinal axis of the power shaft, when viewed parallel to the pivot axis. The engine of this embodiment further comprises a displacement actuator operatively connected between the engine block and the central support member, the displacement actuator selectively moving the central support member along the power shaft so as to longitudinally position the pivot axis of the wobble plate assembly at a user-selectable distance d from a theoretical zero displacement point on the longitudinal axis. The engine of this embodiment further comprises a piston control linkage operatively connected to the wobble plate assembly, the piston control linkage setting the wobble plate inclination angle θ as the distance d changes so as to maintain a linear relationship between d and sin(θ) such that d=W sin(θ), where W is a constant. The engine of this embodiment further comprises an anti-rotation assembly having a first portion operatively connected to the second ring portion of the wobble plate assembly and a second portion operatively connected to the engine block, the anti-rotation assembly preventing rotation of the second ring portion of the wobble plate assembly relative to the engine block. The engine of this embodiment further comprises a torque assembly having a first portion operatively connected to the first ring portion of the wobble plate assembly and a second portion operatively connected to the power shaft, the torque assembly transmitting torque between the first ring portion and the power shaft to cause rotation of the power shaft relative to the engine block when the first ring portion rotates relative to the engine block. The engine of this embodiment further comprises one or more connecting rods corresponding in number to the number of cylinders, each respective connecting rod having an upper end connected to a respective piston and a lower end connected to a respective connecting rod bearing on the second ring member of the wobble plate assembly such that reciprocation of the piston(s) within the cylinder bore(s) results in rotation of the power shaft. Operation of the displacement actuator to selectively change the pivot axis-to-zero point distance d within a range between a maximum distance dmax and a minimum distance dmin, where the ratio of dmax/dmin=N, correspondingly changes the piston displacement DP of the engine within a range between a maximum displacement DPmax and a minimum displacement DPmin having a ratio DPmax/DPmin=N, while the piston control linkage maintains the compression ratio of the engine at a substantially constant value as the displacement changes within the range between DPmax and DPmin.
In another embodiment, an engine comprises an engine block supporting a plurality of cylinders spaced apart around a rotatably mounted central power shaft having a longitudinal axis, each respective cylinder having a respective bore defining a bore axis aligned substantially parallel to the longitudinal axis and having a respective piston slidably disposed therein, each respective piston having connected thereto an upper end of a respective connecting rod also having a lower end. The engine of this embodiment further comprises a wobble plate assembly mounted on the power shaft, the wobble plate assembly including a first ring portion, a second ring portion and a ring bearing assembly. The first ring portion is operatively mounted on the power shaft such that the first ring portion rotates with the power shaft and pivots about a pivot axis intersecting the longitudinal axis of the power shaft in a perpendicular orientation and rotating with the power shaft. The second ring portion is concentrically disposed adjacent the first ring portion and has mounted thereon a plurality of connecting rod bearings corresponding in number to the number of the cylinders, each respective connecting rod bearing being connected to the lower end of a respective connecting rod, the second ring portion being operatively connected to the engine block so as to prevent the second ring portion from rotating relative to the engine block. The ring bearing assembly is connected between the first ring portion and the second ring portion so as to allow the first ring portion to rotate about the common center relative to the second ring portion while constraining the second ring portion to remain parallel to the first ring portion. Reciprocation of the pistons within the cylinder bores results in rotation of the power shaft. The wobble plate assembly, when viewed in a direction parallel to the pivot axis, defines a wobble plate inclination plane and a wobble plate inclination angle θ, the wobble plate inclination plane being seen as a line passing through the center of the pivot axis and the center of the connecting rod bearings, when viewed in a direction parallel to the pivot axis, and the wobble plate inclination angle θ being the angle of intersection between the wobble plate inclination plane and a line perpendicular to the longitudinal axis of the power shaft, when viewed parallel to the pivot axis. The engine of this embodiment further comprises a displacement actuator operatively connected between the engine block and the wobble plate assembly, the displacement actuator selectively moving the wobble plate assembly along the power shaft so as to longitudinally position the pivot axis of at a user-selectable distance d from a theoretical zero displacement point on the longitudinal axis. The engine of this embodiment further comprises a piston control linkage operatively connected to the wobble plate assembly, the piston control linkage setting the wobble plate inclination angle θ as the distance d changes such that d=W sin(θ), where W is a constant. Operation of the displacement actuator to selectively change the pivot axis-to-zero point distance d within a range between a maximum distance dmax and a minimum distance dmin, where the ratio of dmax/dmin=N, correspondingly changes the piston displacement DP of the engine within a range between a maximum displacement DPmax and a minimum displacement DPmin having a ratio DPmax/DPmin=N, while the piston control linkage maintains the compression ratio of the engine at a substantially constant value as the displacement changes within the range between DPmax and DPmin.
In another embodiment, an engine comprises an engine block supporting a plurality of cylinders spaced apart around a rotatably mounted central power shaft having a longitudinal axis, each respective cylinder having a respective bore defining a bore axis aligned substantially parallel to the longitudinal axis and having a respective piston slidably disposed therein, each respective piston having connected thereto an upper end of a respective connecting rod also having a lower end. The engine of this embodiment further comprises a wobble plate assembly mounted on the power shaft, the wobble plate assembly including a first ring portion, a second ring portion and a ring bearing assembly. The first ring portion is operatively mounted on the power shaft such that the first ring portion rotates with the power shaft and pivots about a pivot axis intersecting the longitudinal axis of the power shaft in a perpendicular orientation and rotating with the power shaft. The second ring portion is concentrically disposed adjacent the first ring portion and has mounted thereon a plurality of connecting rod bearings corresponding in number to the number of the cylinders, each respective connecting rod bearing being connected to the lower end of a respective connecting rod, the second ring portion being operatively connected to the engine block so as to prevent the second ring portion from rotating relative to the engine block. The ring bearing assembly is connected between the first ring portion and the second ring portion so as to allow the first ring portion to rotate about the common center relative to the second ring portion while constraining the second ring portion to remain parallel to the first ring portion. Reciprocation of the pistons within the cylinder bores results in rotation of the power shaft. The wobble plate assembly, when viewed in a direction parallel to the pivot axis, defines a wobble plate inclination plane and a wobble plate inclination angle, the wobble plate inclination plane being seen as a line passing through the center of the pivot axis and the center of the connecting rod bearings, when viewed in a direction parallel to the pivot axis, the wobble plate inclination angle being the angle of intersection between the wobble plate inclination plane and a line perpendicular to the longitudinal axis of the power shaft, when viewed parallel to the pivot axis. The engine of this embodiment further comprises a displacement actuator operatively connected between the engine block and pivot axis, the displacement actuator selectively moving the wobble plate assembly along the power shaft so as to longitudinally position the pivot axis within a range of positions along the longitudinal axis. The engine of this embodiment further comprises a piston control linkage operatively connected to the wobble plate assembly, the piston control linkage setting the wobble plate inclination angle as the longitudinal position of the pivot axis changes to maintain a constant compression ratio. Operation of the displacement actuator to selectively change the longitudinal position of the pivot axis within a range between a first position and a second position correspondingly changes the piston displacement of the engine within a range between a maximum displacement and a minimum displacement.
In another aspect, a variable-displacement engine comprises an engine block, power shaft and rotating cylinder block. Pistons and connecting rods mounted in the cylinder block connect to a wobble plate having a rotating ring portion and non-rotating ring portion connected to allow relative rotation therebetween while constraining the portions to remain parallel. The wobble plate defines an inclination plane, pivot axis and wobble plate angle θ. A piston control mechanism includes axial lift, control lever supported by the lift and by an axially fixed anchor bearing, and links connecting the control lever to the wobble plate. Axial movement of the lift changes the axial position of the control lever pivot and changes the control lever angle, in turn changing, via the connecting links, the wobble plate angle θ and the axial position of the wobble plate pivot axis. This changes the piston displacement of the engine while maintaining substantially constant compression ratio.
In yet another aspect, a variable-displacement engine comprises an engine block and an elongated power shaft rotatably supported by the engine block, the power shaft having a longitudinal axis defining an axial direction and being fixed axially relative to the engine block. A rotating cylinder block defines at least one cylinder, each cylinder having a bore defining a bore axis aligned substantially parallel to the power shaft axis, with the cylinder block being fixedly mounted to the power shaft such that when the power shaft rotates, the cylinder block rotates around the power shaft axis and each bore axis revolves around the power shaft axis. One or more pistons are provided corresponding in number to the number of the cylinders, each respective piston being slidably disposed within the bore of a respective cylinder. One or more connecting rods are provided corresponding in number to the number of cylinders, each respective connecting rod having an upper end connected to a respective piston and a lower end connected to a respective connecting rod bearing. A wobble plate assembly is provided having a generally annular configuration defining a central opening through which the power shaft passes, the wobble plate assembly including a rotating first ring portion, the first ring portion including one or more bearing mounting arms formed thereon, corresponding in number to the number of the connecting rods, each bearing mounting arm having a respective connecting rod bearing mounted thereon, and a non-rotating second ring portion, the second ring portion being rotatably slidably connected to the first ring portion so as to allow the first ring portion to rotate relative to the second ring portion about a common ring center line while constraining the second ring portion to remain parallel to the first ring portion. A rotation-locking assembly is provided connected between the first ring portion and the power shaft to rotationally lock the first ring portion to the power shaft while allowing the first ring portion to vary an angle of inclination with respect to the power shaft axis. The wobble plate assembly defines a wobble plate inclination plane being a plane passing through the centers of the connecting rod bearings, a wobble plate pivot axis being a line lying in the wobble plate inclination plane and intersecting the longitudinal axis of the power shaft in a perpendicular orientation and rotating with the power shaft, and a wobble plate angle θ being an angle of intersection between the wobble plate inclination plane and a plane normal to the power shaft axis when viewed in a direction parallel to the pivot axis. A piston control mechanism is provided, including a lift mechanism slidably mounted on the engine block for axial movement along the power shaft axis, a control lever supported at a first location by pivot bearings mounted to the lift mechanism along a normal line passing through the power shaft axis parallel to the wobble plate pivot axis and supported at a second location by an anchor bearing disposed at an axially fixed position, thereby defining a control lever centerline passing through the centers of the pivot bearing and the anchor bearing and an control lever angle being an angle between the control lever centerline and a plane normal to the power shaft axis when viewed in a direction parallel to the pivot axis, and two or more spaced-apart connecting links, each connecting link having a first end connected to the second ring portion of the wobble plate and a second end connected to the control lever. Operation of the lift mechanism to selectively change the axial position of the control lever pivot bearings selectively changes the control lever angle, which in turn selectively changes, via the connecting links, the wobble plate angle θ and the axial distance d between the wobble plate pivot axis and a theoretical zero angle point, which in turn selectively changes the piston displacement of the engine while maintaining the compression ratio of the engine at a substantially constant value.
In one embodiment, the rotation-locking assembly is a constant velocity joint including an inner joint portion connected to the power shaft and having a plurality of radially outward facing races formed thereon, an outer joint portion connected to first ring portion of the wobble plate and having a plurality of radially inward facing races formed thereon, each race of the outer joint portion facing a corresponding race on the inner joint portion, and a plurality of race balls, each race ball captured between the corresponding inward facing and outward facing races of the respective joint portions.
In another embodiment, the anchor bearing supporting the control lever at the second location is mounted in a sliding block and the sliding block is slidingly mounted to the engine block to move in a radial direction along a normal line extending from the power shaft axis but is constrained against movement in the axial direction and constrained against movement in a circumferential direction around the power shaft axis.
In still another embodiment, the anchor bearing supporting the control lever at the second location is mounted to the engine block at a fixed axial location, at a fixed radial distance from the power shaft axis and at a fixed circumferential location and the outer end of the control lever includes a slot slidingly engaged over the anchor bearing to allow sliding movement of the outer end of the control lever along the anchor support bearing.
In a further embodiment, the wobble plate assembly, connecting links and control lever are configured to maintain the wobble plate inclination plane parallel to the centerline of the control lever such that the wobble plate angle θ is equal to the angle of intersection between the control lever centerline and a plane normal to the power shaft axis.
In yet another embodiment, the wobble plate assembly, connecting links and control lever are configured such that the wobble plate inclination plane is not parallel to the centerline of the control lever, but changing the angle of intersection between the control lever centerline and a plane normal to the power shaft axis changes the wobble plate angle θ.
In still another embodiment, the piston control mechanism is operatively connected to the wobble plate assembly to set the wobble plate inclination angle θ as the axial distance d between the position of the wobble plate pivot axis and a theoretical zero angle point changes so as to maintain a linear relationship between d and sin(θ) such that d=K·sin(θ), where K is a constant.
In another aspect, a variable-displacement engine comprises an engine block and an elongated power shaft rotatably supported by the engine block, the power shaft having a longitudinal axis defining an axial direction and being fixed axially relative to the engine block. A rotating cylinder block is provided defining at least one cylinder, each cylinder having a bore defining a bore axis aligned substantially parallel to the power shaft axis, the cylinder block being fixedly mounted to the power shaft such that when the power shaft rotates, the cylinder block rotates around the power shaft axis and each bore axis revolves around the power shaft axis. One or more pistons are provided corresponding in number to the number of the cylinders, each respective piston being slidably disposed within the bore of a respective cylinder. One or more connecting rods are provided corresponding in number to the number of cylinders, each respective connecting rod having an upper end connected to a respective piston and a lower end connected to a respective connecting rod bearing. A wobble plate assembly is provided having a generally annular configuration defining a central opening through which the power shaft passes. The wobble plate assembly includes a rotating first ring portion, the first ring portion including one or more bearing mounting arms formed thereon, corresponding in number to the number of the connecting rods, each bearing mounting arm having a respective connecting rod bearing mounted thereon. A non-rotating second ring portion is rotatably slidably connected to the first ring portion so as to allow the first ring portion to rotate relative to the second ring portion about a common ring center line while constraining the second ring portion to remain parallel to the first ring portion. A rotation-locking assembly is connected between the first ring portion and the power shaft to rotationally lock the first ring portion to the power shaft while allowing the first ring portion to vary an angle of inclination with respect to the power shaft axis. The wobble plate assembly defines a wobble plate inclination plane being a plane passing through the centers of the connecting rod bearings, a wobble plate pivot axis being a line lying in the wobble plate inclination plane and intersecting the longitudinal axis of the power shaft in a perpendicular orientation and rotating with the power shaft, and a wobble plate angle θ being an angle of intersection between the wobble plate inclination plane and a plane normal to the power shaft axis when viewed in a direction parallel to the pivot axis. A piston control mechanism is provided including a lift mechanism mounted on the engine block and operatively connected to a first location on the non-rotating second ring portion to selectively move the first location on the second ring portion in an axial direction, and an axial anchor arm extending from a second location on the non-rotating second ring portion to an outer end connected to a bearing anchor point mounted on the engine block at an axially fixed position. Operation of the lift mechanism to selectively change the axial position of the first location of the second ring portion selectively changes the wobble plate angle θ and the axial distance d between the wobble plate pivot axis and a theoretical zero angle point, which in turn selectively changes the piston displacement of the engine while maintaining the compression ratio of the engine at a substantially constant value.
In one embodiment, the rotation-locking assembly is a constant velocity joint including an inner joint portion connected to the power shaft and having a plurality of radially outward facing races formed thereon, an outer joint portion connected to first ring portion of the wobble plate and having a plurality of radially inward facing races formed thereon, each race of the outer joint portion facing a corresponding race on the inner joint portion, and a plurality of race balls, each race ball captured between the corresponding inward facing and outward facing races of the respective joint portions.
In another embodiment, the bearing anchor point supporting the outer end of the axial anchor arm is mounted in a sliding block and the sliding block is slidingly mounted to the engine block to move in a radial direction along a normal line extending from the power shaft axis but is constrained against movement in the axial direction and constrained against movement in a circumferential direction around the power shaft axis.
In yet another embodiment, the bearing anchor point is mounted to the engine block at a fixed axial location, at a fixed radial distance from the power shaft axis and at a fixed circumferential location, and the outer end of the axial anchor arm includes a slot slidingly engaged over the bearing anchor point to allow sliding movement of the outer end of the axial anchor arm along the bearing anchor point.
In another aspect, a variable-displacement engine is provided comprising an engine block and an elongated power shaft rotatably supported by the engine block, the power shaft having a longitudinal axis defining an axial direction and being fixed axially relative to the engine block. A cylinder block is fixedly mounted to the engine block, the cylinder block defining at least one cylinder, each cylinder having a bore defining a bore axis aligned substantially parallel to the power shaft axis. One or more pistons are provided corresponding in number to the number of the cylinders, each respective piston being slidably disposed within the bore of a respective cylinder. One or more connecting rods are provided corresponding in number to the number of cylinders, each respective connecting rod having an upper end connected to a respective piston and a lower end connected to a respective connecting rod bearing. A wobble plate assembly has a generally annular configuration defining a central opening through which the power shaft passes, the wobble plate assembly including a non-rotating first ring portion, the first ring portion including one or more bearing mounting arms formed thereon, corresponding in number to the number of the connecting rods, each bearing mounting arm having a respective connecting rod bearing mounted thereon. A rotating second ring portion is provided, the second ring portion being rotatably slidably connected to the first ring portion so as to allow the second ring portion to rotate relative to the first ring portion about a common ring center line while constraining the second ring portion to remain parallel to the first ring portion. A rotation-locking assembly is connected between the first ring portion and the engine block to rotationally lock the first ring portion to the engine block while allowing the first ring portion to vary an angle of inclination with respect to the power shaft axis. The wobble plate assembly defines a wobble plate inclination plane being a plane passing through the centers of the connecting rod bearings, a wobble plate pivot axis being a line lying in the wobble plate inclination plane and intersecting the longitudinal axis of the power shaft in a perpendicular orientation and rotating with the power shaft, and a wobble plate angle θ being an angle of intersection between the wobble plate inclination plane and a plane normal to the power shaft axis when viewed in a direction parallel to the pivot axis. A piston control mechanism is provided including an anchor support member attached to the power shaft to rotate with the power shaft and extending radially outward from the power shaft to an outer end. A lift mechanism is slidably mounted on the power shaft for axial movement along the power shaft axis. A lever beam is supported at a first location by pivot bearings mounted to the lift mechanism along a normal line passing through the power shaft axis parallel to the wobble plate pivot axis and is supported at a second location by an axial anchor bearing carried by the anchor support member, thereby defining a lever beam centerline passing through the centers of the pivot bearing and the axial anchor bearing and an lever beam angle being an angle between the lever beam centerline and a plane normal to the power shaft axis when viewed in a direction parallel to the pivot axis. Two or more spaced-apart connecting links are provided, each connecting link having a first end connected to the second ring portion of the wobble plate and a second end connected to the lever beam. Operation of the lift mechanism to selectively change the axial position of the lever beam pivot bearings selectively changes the lever beam angle, which in turn selectively changes, via the connecting links, the wobble plate angle θ and the axial distance d between the wobble plate pivot axis and a theoretical zero angle point, which in turn selectively changes the piston displacement of the engine while maintaining the compression ratio of the engine at a substantially constant value.
In one embodiment, the rotation-locking assembly is connected to the engine block by a tubular support extending into the center of the wobble plate assembly.
In another embodiment, the rotation-locking assembly is a constant velocity joint including an inner joint portion connected to the tubular support and having a plurality of radially outward facing races formed thereon, an outer joint portion connected to first ring portion of the wobble plate and having a plurality of radially inward facing races formed thereon, each race of the outer joint portion facing a corresponding race on the inner joint portion, and a plurality of race balls, each race ball captured between the corresponding inward facing and outward facing races of the respective joint portions.
In yet another embodiment, the rotation-locking assembly is a constant velocity joint including an inner joint portion connected to the first ring portion of the wobble plate and having a plurality of radially outward facing races formed thereon, an outer joint portion connected to engine block surrounding the first ring portion and having a plurality of radially inward facing races formed thereon, each race of the outer joint portion facing a corresponding race on the inner joint portion, and a plurality of race balls, each race ball captured between the corresponding inward facing and outward facing races of the respective joint portions.
In a further embodiment, the outer end of the anchor support member forms a radially-oriented passageway, a block is slidingly mounted in the passageway, and the axial anchor bearing is mounted in the sliding block to be movable in a radial direction along a normal line extending from the power shaft axis but constrained against movement in the axial direction and constrained to move in a circumferential direction around the power shaft axis with the anchor support member.
In another embodiment, the axial anchor bearing is fixedly mounted in the outer end of the anchor support member, and the outer end of the lever beam includes a slot slidingly engaged over the axial anchor bearing to allow sliding movement of the outer end of the lever beam along the anchor support bearing while being constrained to move in a circumferential direction around the power shaft axis with the anchor support member.
In yet another embodiment, the wobble plate assembly, connecting links and lever beam are configured to maintain the wobble plate inclination plane parallel to the centerline of the lever beam such that the wobble plate angle θ is equal to the angle of intersection between the lever beam centerline and a plane normal to the power shaft axis.
In still another embodiment, the wobble plate assembly, connecting links and lever beam are configured such that the wobble plate inclination plane is not parallel to the centerline of the lever beam, but changing the angle of intersection between the lever beam centerline and a plane normal to the power shaft axis changes the wobble plate angle θ.
In a further embodiment, the piston control mechanism is operatively connected to the wobble plate assembly to set the wobble plate inclination angle θ as the axial distance d between the position of the wobble plate pivot axis and a theoretical zero angle point changes so as to maintain a linear relationship between d and sin(θ) such that d=K·sin(θ), where K is a constant.
For a more complete understanding, reference is now made to the following description taken in conjunction with the accompanying drawings, in which:
Referring now to the drawings, wherein like reference numbers are used herein to designate like elements throughout, the various views and embodiments of continuously variable displacement engine are illustrated and described, and other possible embodiments are described. The figures are not necessarily drawn to scale, and in some instances the drawings have been exaggerated and/or simplified in places for illustrative purposes only. One of ordinary skill in the art will appreciate the many possible applications and variations based on the following examples of possible embodiments.
Referring to
Referring now specifically to
Referring now also to
Referring now to
The wobble plate assembly 128 has a generally annular (i.e., ring-like) configuration defining a central opening 136. In the illustrated embodiment, the power shaft 108 passes through the central opening 136. The wobble plate assembly 128 includes a central support member 138, a first ring portion 140, a second ring portion 142 and a ring bearing assembly 144. The central support member 138 is longitudinally slidably mounted on the power shaft 108, but rotates around the longitudinal axis 112 with the power shaft. The central support member 138 defines a pivot axis 146 for the wobble plate assembly 128. The pivot axis 146 intersects the longitudinal axis 112 in a perpendicular orientation and also rotates with the power shaft 108. The first ring portion 140 is pivotally mounted on the central support member 138 such that the first ring portion 140 pivots (as denoted by arrow 148) about the pivot axis 146; however, the first ring portion also rotates around the longitudinal axis 112 with the central support member 138 and the power shaft 108. The second ring portion 142 is concentrically disposed adjacent the first ring portion 140. Mounted on the second ring portion 142 are the lower connecting rod bearings 134. As will be further described herein, the second ring portion 142 does not rotate around the longitudinal axis 112 with the power shaft 108. The ring bearing assembly 144 is connected between the first ring portion 140 and the second ring portion 142 so as to allow the first ring portion to rotate about the common center relative to the second ring portion while constraining the second ring portion to remain parallel with the first ring portion.
Referring still to
As previously described, the second ring portion 142 of the wobble plate assembly 128 does not rotate with the power shaft 108. Rotation of the second ring portion 142 is prevented by an anti-rotation assembly 154 having a first anti-rotation portion 156 operatively connected to the second ring portion and a second anti-rotation portion 158 operatively connected to the engine block 106. In the embodiment of
Referring still to
The control link 178 between bearings 182 and 176 together with the first ring portion 140 between bearings 176 and 172 forms a three point linkage comprising a piston control linkage 184 for the illustrated embodiment. The piston control linkage 184 changes the wobble plate inclination angle θ as the pivot axis 146 moves along the longitudinally axis 112 so as to maintain a constant compression ratio independent of engine displacement. The specific dimensions and/or positions of the elements making up the piston control linkage 184 may be determined by considering the minimum desired combustion chamber volume (i.e., with the pistons 118 at maximum upward travel), piston diameter, maximum wobble plate inclination angle, and the distance from the longitudinal axis 112 (i.e., center of power shaft 108) to the lower connecting rod bearings 134. An example of this determination is described in connection with
It will be appreciated that the configuration of the piston control linkage may be different in other embodiments. However, regardless of the configuration, the piston control linkage produces a constant compression ratio independent of engine displacement by maintaining a linear relationship between a distance d and sin(0) as the pivot axis 146 moves, where d is the distance (measured along the longitudinal axis 112) between the location of the pivot axis 146 and the theoretical zero displacement point 170, and θ is the wobble plate inclination angle. Put another way, the piston control linkage ensures that θ and d change simultaneously such that d=W·sin(θ), where W is a constant. This relationship assures that the compression ratio is independent of engine displacement, as further illustrated and described in connection with
Referring still to
Referring now to
A cam support structure 235 is attached to the cylinder head 231 concentric to the power shaft 108. In this embodiment, cam reduction gears 236, 237, and 238 are provided to synchronize the rotation of a cam body 239 with the rotation of the power shaft 108 and reduce the rotation rate of the cam body to one-half the rotation rate of the power shaft as required for a 4-stroke engine. A first cam 240 depresses the exhaust valve 234 for the first cylinder through a push rod 241 and a rocker arm 242. A second cam 244 depresses the intake valve 233 for the first cylinder through a rocker arm 245. Corresponding intake and exhaust valves, cams and actuating linkages (not shown) are provided for the remaining cylinders, but are not illustrated in
During engine operation a fuel/air mixture enters the cylinder head 231 through an intake port 247. Exhaust gases are discharged through an exhaust port 248. The top of the cylinder head assembly is enclosed by a valve cover 249.
In the illustrated embodiment, the valve timing may be varied by rotating the position of the cam reduction gear 237 around the power shaft 108. The cam reduction gear 237 is mounted on a support structure 250. A bearing 251 permits the support structure 250 with the cam reduction gear 237 to rotate about the support structure 235 and the power shaft 108. Rotation of the support structure 250 may be controlled by an external actuator 252.
Design Process Example
As previously indicated, the details of a mechanism suitable to maintain a constant pressure ratio in an internal combustion engine having a variable displacement depend on several design parameters. An example is now provided to demonstrate the process of calculating the design details for a particular embodiment. This design process example is based on estimated parameters (not optimized) for a gasoline fueled engine with five cylinders and a compression ratio of 4.804 (i.e., pressure ratio of 9.00). The selected pistons and cylinders are 4.00 inches in diameter. The selected distance from the power shaft centerline to the piston/cylinder centerline is 4.00 inches.
The selected range of variable displacement of the example design is to allow the engine to operate within a range between a maximum displacement DPmax of 3.0 liters and a minimum displacement DPmin of 1.0 liter, i.e., the “size” of the engine at minimum displacement being ⅓ the size of the engine at the maximum displacement. For the engine operating at the DPmin displacement of 1.0 liter, each piston displacement is calculated to be 12.205 cubic inches, and the corresponding piston stroke is calculated to be 0.971 inches. The required combustion chamber volume at the top of the piston stroke is 3.208 cubic inches (with the top of the piston assumed to be in the same plane as the bottom of the cylinder head).
For the engine operating at the DPmax displacement of 3.0 liter, with a piston diameter unchanged at 4.00 inches, the required displacement of each piston is 36.615 cubic inches, and the corresponding stroke for each piston is calculated to be 2.914 inches. The required combustion chamber volume of each cylinder head with the piston at the top of the compression stroke is calculated to be 9.625 cubic inches. Since the combustion chamber volume of the head is only 3.208 cubic inches when the piston top is level with the bottom of the cylinder head (as assumed in the previous step), an additional combustion chamber volume of 6.417 cubic inches must be provided by lowering the top of the piston stroke to 0.511 inches below the cylinder head.
Referring now to
Point A in
Referring still to
Accordingly, the distance between point A and point F is 1.482 inches, and this is the distance that support collar 171/pivot axis 146 must travel for the engine displacement to go from 1.0 liter to 3.0 liters engine displacement while maintaining a constant compression ratio. A linear relationship between collar travel and engine displacement results in a hypothetical location of bearing pivot axis at point G, i.e., 2.223 inches above point F, that will produce zero displacement. This location is also known as the theoretical zero displacement point 170.
A mechanism can now be defined that will maintain constant compression ratio as engine displacement is varied between DPmin of 1.0 liters and DPmax of 3.0 liters. Using the 3.0 liter operating level for analysis, a straight line passing through points D and E represents a plane in the non-rotating second ring portion 142 and the rotating first ring portion 140 in
If the support collar 171 moves along the power shaft 108 so that the center of bearing 172 (i.e., the pivot axis 146) moves from point F to point A (engine at the 1.0 liter engine displacement), then the linkage similarity relationships still holds, thereby demonstrating that the engine maintains a constant compression ratio. It should also be noted that if the line between points B and C is extended from point K by the same distance as the distance between points A and K to point L, then point L lies on the same line perpendicular to the power shaft as points G and J. This relationship supports the design concept for gears 160 and 166 described in connection with
Referring now to
Referring first to
Referring still to
Referring now also to
As the power shaft turns and the contact point progresses to the right, more teeth are engaged to the right of the illustration and an equal number of teeth are disengaged in the left portion of the illustration. Since there are the same number of teeth on outer rim “gear” 162 and ring gear 166, the point of contact rotates with the same angular rate as the power shaft even though the radii of the ring gear 166 and outer rim gear 162 are not the same. This relationship assures that the outer rim gear 162 (and thus, the second ring portion 142 of the wobble plate assembly) does not rotate.
Although a first example embodiment of the apparatus, method and system of the present invention has been illustrated in the accompanied drawings and described in the foregoing detailed description, it is understood that other variations, numerous rearrangements, modifications and substitutions can be made without departing from the spirit and the scope of the invention as presented.
Additional embodiments are now presented, wherein variations to the first example embodiment are described
Variation One—Use of a Hydraulic Piston to Vary Displacement
Referring now to
Variable displacement engine 700 includes a displacement actuator comprising a hydraulic piston 761, rather than the mechanical screw jack mechanism shown in
The fluid enters the power shaft 762 at the bottom end so that the high pressure fluid seal will be as small as possible and the passage in the power shaft is reasonably short. Bevel gears 766 and 767 provide a means to transmit power from the power shaft 762 to a location outside of the engine. Bevel gear 767 is supported by drive shaft 768 and bearing 769. The bearing 769 is supported by an extension of the lower block cover 770.
Variation Two—Replacement of Cams with Hydraulically Driven Valve Actuators
Referring now to
Variable displacement engine 800 includes hydraulically driven actuators for operation of the intake valves 233 and the exhaust valves 234. A hydraulic actuator 871 opens intake valve 233 for piston 1. A similar actuator is required for each of the remaining intake valves, but these are not shown for clarity. The actuator 871 is held in place by support structure 872. A hydraulic actuator 873 opens the exhaust valve 234 for piston 1. Similar actuators operate the remainder of the exhaust valves. The actuators 873 are supported by extensions from a modified cylinder head 874. The cylinder head 874 is the same as cylinder head 231 in
As noted by a comparison of
Variation Three—Use of Hydraulic Actuation for Both Displacement Actuator (Piston Control Mechanism) and Valve Operation
This variation (not shown) combines the features of engines 700 and 800. All actuators, e.g., 761, 871 and 873, may use the same source of high pressure hydraulic fluid and/or may be scheduled by a mechanical and/or electronic engine control.
Variation Four—Use of Slots and Sliding Mechanism to Control Connecting Rod Motion
Referring now to
Variable displacement engine 900 includes a rectangular vertical slot 981 and a slider mechanism 982 to restrict the lower end of a connecting rod 983 to motion parallel to the centerline of power shaft 108 as shown in
The slider 986 is permitted to slide freely on a flat plate 987. The flat plate 987 takes the place of the second ring portion 142 of the wobble plate assembly 128 (piston control mechanism) shown in
Variation 5—Use of a Universal Joint Mechanism in the Anti-Rotation Assembly and Displacement Actuator
Referring now to
Referring first to
Cylindrical extensions on the outer side of bearing blocks 1093 form the inner surface of bearings 1094 shown in
Two cylindrical bearing extensions 1096 (
Referring now to
The lift cylinder 198 and the housing 200 of the screw jack mechanism 186 in
Variation 6—Use of a Constant Velocity Joint (CV-Joint) in the Anti-Rotation Assembly
This variation (not shown) substitutes a constant velocity joint (similar to the concept used to power front-wheels in automobiles) for the U-joint of engine 1000. Details of the constant velocity joint mechanism are not shown.
Variation 7—Use of an Arm and a Track in the Piston Control Linkage
Referring now to
Within the description of the variable displacement engine 100, it was shown that a specific extension of the second ring portion 142, specifically the teeth on the outer rim portion 162, always remained in a single plane perpendicular to the power shaft 108 (see also
The variable displacement engine 1300 comprises a wobble plate assembly 1328 that includes a first ring portion 1301 rather than the first ring portion 140 shown in
In the engine 1300 of the current embodiment, the control bearings 176, control link 178 and upper bearing 182 of engine 100 in
In yet another embodiment (not shown) similar to that of engine 1300 in
Variation 8—Use of a Vertically Fixed, Rotating Shoe in the Piston Control Mechanism (PCM) and Associated Linkage
Referring now to
As with the embodiments previously described and illustrated herein, the variable-displacement engine 1500 utilizes a wobble plate mechanism 1528 to convert the reciprocating motion of pistons 118 traveling in cylinders 110 arranged coaxially around a central power shaft 108 (see
The variable-displacement engine 1500 of this embodiment includes a piston-control mechanism (“PCM”) 1535 wherein pistons 118 and cylinder block 106 are rotationally fixed with relation to the engine mounting structure 102 such that the cylinder block does not rotate with the power shaft 108. The power generated by the linear motion of the pistons 118 is converted into output power produced by rotation of the power shaft 108. The piston control mechanism 1535 for this design is further described in the following paragraphs.
The wobble plate assembly 1528 includes a non-rotating upper ring portion 1540 that is rotatably slidably connected to a rotating lower ring portion 1542. This connection allows the lower ring portion 1542 to rotate (i.e., about the power shaft axis 112) independent of the upper ring portion 1540, but constrains the two portions to remain parallel to one another. Stated another way, a change in angle of one portion 1540, 1542 always causes an identical change in angle of the other portion. The pistons 118 are connected via connecting rods 130 to fixed locations on the non-rotating upper ring portion 1540 of the wobble plate 1528. For example, in the illustrated embodiment, the upper ring portion 1540 includes a plurality of mounting arms 1544 projecting radially outward and spaced apart from one another; the lower bearings 126 of the connecting rods 130 are mounted to these mounting arms. As mentioned earlier, the centers of the lower connecting rod bearings 126 lie in a plane 150 that passes through the center point 146 of the wobble plate 1528.
In the illustrated embodiment, the upper ring part 1540 of the wobble plate assembly 1528 is prevented from rotation by employing a constant-velocity joint 1546 (i.e., “CV joint”). The outer portion 1552 of the CV joint 1546 is connected to the upper ring portion 1540 of the wobble plate and the inner portion 1550 of the CV joint is connected to a tubular support 1548 affixed to, and extending from, the cylinder block 106. The tubular support 1548 surrounds the power shaft 108 and is concentric with it, but does not rotate. As is known in conventional CV joints, the inner and outer portions 1550, 1552 of the CV joint 1546 are flexibly connected to one another with a plurality of CV balls 1551 disposed in races 1553 (see
Although the CV joint 1546 in the illustrated embodiment is disposed radially within the annular space of the ring-shaped wobble plate 1528 (i.e., an “internal CV configuration”), in other embodiments the CV joint used to prevent rotation of upper ring portion 1540 may be disposed radially outside the wobble plate (i.e., an “external CV configuration”). In such external CV configuration, the inner portion of the CV joint may be connected to the upper ring portion 1540 and the outer portion of the CV joint may be secured to a non-rotating structure within the engine block 102 rather than to the tubular support 1548.
The rotating lower ring portion 1542 of the wobble plate 1528 is connected to the lower side of the non-rotating upper ring portion 1540 of the wobble plate (i.e., opposite to the side facing the pistons) by a bearing or bearing surface. This arrangement permits the forces on the pistons 118 generated by combustion of fuel and air to be transferred to the rotating part 1542 of the wobble plate and cause this part of the wobble plate to rotate. These forces can be very large, especially when the pistons 118 are near top-dead-center and the fuel/air mixture is ignited.
Referring now in particular to
Referring again to
The lever mechanism 1556 includes a lever beam 1558, mechanical links 1560 connecting the lever beam to the rotating lower ring portion 1542 of the wobble plate, an anchor support (shoe) 1562, and a lift mechanism 1564. The centerline 1566 of the lever beam 1558 may, but is not required to, be parallel to the centerline 150 of the wobble plate 1528 and duplicate the relationship d=K sin θ. The links 1560 transfer the forces from the rotating part 1542 of the wobble plate to the lever beam 1558 and cause the power shaft 108 to rotate with the rotating part of the wobble plate. Link bearings 1561 may be provided at each end of the links 1560 to allow pivotal connection to the wobble plate 1528 and the lever mechanism, respectively. One end (denoted 1559) of the lever beam 1558 may be pivotally connected to an anchor point 1568 that interfaces with the anchor support 1562 such that the anchor point 1568 can move rotationally with the power shaft 108 and radially (i.e., normal to the shaft axis 112) but cannot move axially (i.e., parallel to the shaft axis 112). In the illustrated embodiment, the anchor support 1562 has the form of a shoe defining a passageway 1563 oriented normal to the shaft axis 112, and the anchor point 1568 is mounted to a block 1569 that is slidably mounted in the passageway. The anchor support/shoe 1562 is attached to the power shaft 108 and rotates with it. Another interface of the lever beam 1558 with the power shaft 108 assures rotation of the lever beam with the power shaft.
In the illustrated embodiment, the links 1560 have an upper link bearing 1561′ connected to the lower ring portion 1542 and a lower link bearing 1561″ connected to the lever beam 1558. To allow room for the link bearings 1561′, 1561″ and avoid interference with other components, upper and lower mounting members 1565′, 1565″ may be provided projecting, respectively, axially below the lower ring portion 1542 and the lever beam 1558 by respective axial offset distances. In the illustrated embodiment, the axial offset distance of (the center of) the upper link bearing 1561′ below the wobble plate line 150 is equal to the axial offset distance of (the center of) the lower link bearing 1561″ below the beam lever centerline 1566 on the same link. In other words, the axial offset distances for the upper and lower link bearings 1561′, 1561″ are equal on each individual link; however, the upper axial offset distances on different links may be different from one another and/or the lower axial offset distances on different links may be different from one another. In other embodiments, the axial offset distances may be equal for all links.
Axial forces from the pistons 118 and torque forces from the wobble plate 1528 are divided by the lever beam 1558 primarily between the anchor support/shoe 1562 and the lift mechanism 1564. The lift mechanism 1564 is axially slidably mounted on the power shaft 108 and pivotally connected to an intermediate point on the lever beam 1558. In the illustrated embodiment, the lift mechanism 1564 is connected at a lift pivot 1578 disposed at the intersection of the lever beam centerline 1566 and the power shaft axis 112. During operation, a lift collar 1582 of the lift mechanism 1564 slides axially along the power shaft. The lever beam 1558 is pivotally supported by a pair of lift bearings 1579 (shown in broken line) connected to each side of the lift collar 1582 along a line running through the pivot point 1578 and normal to the shaft axis 112. Thus, raising and lowering the lift collar 1582 moves the pivot point 1578 for the lever beam 1558 axially along the shaft axis 112, thereby changing the angle of the lever beam 1558 relative to the shaft axis (since the outer end 1559 of the lever beam is axially constrained by anchor points 1568). Changing the angle of the lever beam 1558 in turn changes (via the interconnected links 1560) the angle of the wobble plate 1528 to set the piston stroke (hence engine displacement) and to change the position of the wobble plate center point 146 to maintain the relationship d=K sin θ. In the illustrated embodiment, the lift mechanism 1564 includes a lift ring 1580 fixedly mounted to the power shaft 108 and a lift collar 1582 slidingly mounted over both the lift ring and the power shaft to form a hydraulic cavity 1584. Passages 1586 formed in the power shaft 108 may allow hydraulic fluid (from an external source) to flow into and out of the cavity 1584 to form a hydraulic cylinder that can raise and lower the collar 1582 along with the pivot point 1578 mounted on the collar.
In other embodiments, the lift mechanism 1564 may include a collar 1582 mounted around the power shaft 108, a bearing set 1579 that maintains the location of the lever center point 1578 along the centerline 112 of the power shaft 108, and a hydraulic cylinder 1584 surrounding the power shaft. The collar 1582 is permitted to slide axially along the power shaft 108. One end of the hydraulic cylinder can be a part of the power shaft so that the forces of the lift are transferred from the lever to the power shaft. The lift mechanism 1564 may be powered by an external source of high pressure hydraulic fluid to control engine displacement.
The axial forces produced by the pistons 118 and radial torque forces produced by the PCM 1535 are transferred to the engine block 102 by bearings 124, 126 on the power shaft 108 and/or the shoe 1562.
Referring now to
Small variations in the design of the PCM 1535 in this embodiment can be readily made to permit optimization of engine performance. Some of the factors that might be considered are angle of connecting rods with respect to power shaft centerline, slight variations in compression ratio to reduce emissions, and lowering compression ratio near minimum displacement to reduce starter loads and engine roughness at idle.
Variation 9—Use of a Rotating Cylinder Block Rotating with the Power Shaft, and Non-Rotating Piston Control Mechanism (PCM) and Associated Linkage
Referring now to
In contrast to previous embodiments wherein the cylinder block 106 is rigidly connected to the engine block 102, the engine 1600 of this embodiment is a continuously variable displacement engine wherein the cylinders 110 are formed in a separate cylinder block 1606 that can rotate relative to the engine block 102 and external engine structure. In the illustrated embodiment of engine 1600, the cylinder block 1606 is connected to the power shaft 108 and rotates with the power shaft within the external engine structure 102. Accordingly, in this embodiment, the pistons 118 reciprocating (in the axial direction) within the cylinders 110 of the cylinder block 1606 also revolve (in a circumferential direction) around the axis 112 of the power shaft 108 as the cylinder block rotates with the power shaft. The piston control mechanism 1635 for the engine 1600 is similar in many respects to the PCM 1535 used in engine 1500 (i.e., the seventh variation); however, it is modified (as described herein) to operate with the rotating cylinder block 1606 and revolving pistons 118.
In particular, referring still to
In the engine 1600, variable displacement is achieved by increasing or decreasing the stroke of the pistons 118 while concurrently moving the center point 146 of the wobble plate 1628 so as to maintain a constant compression ratio. Piston stroke is determined by the wobble plate angle θ, and the compression ratio is determined by the distance, d, of the wobble plate center point 146 from the theoretical zero displacement point 170, i.e., the location at which the wobble plate angle θ would be zero degrees. This relationship is expressed in mathematical terms by the equation d=K sin θ, where K is a constant that is determined by the compression ratio and stroke of the piston at any wobble plate angle θ. It will be appreciated that piston control mechanisms moving according to the d=K sin θ relationship may be used to provide variable displacement and constant compression ratio regardless of whether the cylinders 110 of the engine are fixed with respect to the engine block structure 102 or rotating/revolving with respect to the engine block structure.
In the engine 1600, the power generated by the linear motion of the pistons 118 is converted into output power produced by rotation of the power shaft 108. The rotating cylinder block 1606 is held to a constant axial position by bearings 1624. The piston control mechanism (“PCM”) 1635 for the engine 1600 includes a wobble plate assembly 1628 including a rotating upper ring portion 1640 and a non-rotating lower ring portion 1642. It will be appreciated that the relative positions of the rotating and non-rotating portions of the wobble plate 1628 of engine 1600 are inverted from the arrangement of the rotating and non-rotating portions of the wobble plate 1528 of engine 1500.
In the engine 1600, each piston 118 is connected to a relatively fixed location on the rotating upper portion 1640 of the wobble plate 1628 by a connecting rod 130 (in this case, the term “relative fixed” is used because the pistons 118 and the upper portion 1640 of the wobble plate both rotate together with the power shaft 108, and thus do not rotate relative to one another). The connecting rod 130 transfers the axial forces from the piston 118 to the rotating upper portion 1640 of the wobble plate. The center of the lower connecting rod bearing 126 lies in a plane 150 that passes through the center point 146 of the wobble plate 1628. The upper rotating part 1640 of the wobble plate 1628 is constrained by a constant-velocity (“CV”) joint 1646 to rotate with the cylinder block 1606. The CV joint 1646 has an inner portion 1650 connecting to the power shaft 108. The outer portion 1652 of the CV joint 1646 is fixed to the upper portion 1640 of the wobble plate. The inner portion 1650 of the CV joint is permitted to slide axially along the power shaft 108 but is constrained to rotate with the power shaft by splines 1654. The center point of the CV joint 1646 is held common with the center point 146 of the wobble plate 1628 by the CV balls 1651 linking the two portions 1650, 1652 of the CV joint.
Although the CV joint 1646 in the illustrated embodiment is disposed radially within the annular space of the ring-shaped wobble plate 1628 (i.e., an “internal CV configuration”), in other embodiments the CV joint used to ensure rotation of upper ring portion 1640 with the power shaft 108 may be disposed radially outside the wobble plate (i.e., an “external CV configuration”). In such external CV configuration, the inner portion of the CV joint may be connected to the upper ring portion 1640 and the outer portion of the CV joint may be secured to a rotating portion of the cylinder block 1606 rather than to the power shaft itself
The PCM 1635 of the engine 1600 further includes the lower, non-rotating portion 1642 of the wobble plate 1628. In the illustrated embodiment, the lower portion 1642 has a ring-like configuration (disposed around the power shaft 108) and is connected to the lower side of the upper, rotating portion 1640 of the wobble plate (opposite from the side facing the pistons) by bearings 1655. The non-rotating part 1642 of the wobble plate controls the wobble plate angle θ. The non-rotating part 1642 includes a first extension 1657′ attached to the (axially) uppermost portion of the non-rotating part and a second extension 1657″ attached to the (axially) lowest portion of the part. These extensions 1657′, 1657″ allow the lower, non-rotating part 1642 of the wobble plate 1628 to be connected to a control lever 1658 through bearings 1661′ and 1661″ located at each end of control links 1660. One end 1659 of the control lever 1658 is connected to a slider block 1669 by a bearing 1668. The slider block 1669 is constrained by a slot 1662 that permits the block to slide a short distance along a radial line extending perpendicularly from the axis 112 of the power shaft 108 (or an extension thereof). The slot 1662 forces the bearing 1668 to become an anchor point at the high end 1669 of the control lever 1658 that constrains this end of the control lever to a single axial position. The slot 1662 may also prevent the control lever 1658 from rotating with the power shaft 108, and supports a major part of the axial forces produced by the pistons 118. The control lever 1658 and the two links 1660 prevent rotation of the lower non-rotating portion 1642 of the wobble plate. The slot 1662 is located a sufficient distance from the wobble plate 1628 to avoid any physical interference with the wobble plate.
In other embodiments (not shown), the bearing 1668 for the control lever 1658 may be fixed both axially (i.e., in a direction parallel to the shaft axis 112) and radially (i.e., in a direction normal to the shaft axis) with respect to the power shaft 108, rather than being slidably movable in the radial direction. In such embodiments, the slider block 1669 is not required, and the upper end 1659 of the control lever 1658 may be provided with a slot (similar to slot 1592 in
Referring still to
A support member 1638 whose centerline lies along the extension of the power shaft centerline 112 may be provided to support the bearing 1624 of the power shaft 108. A lift collar 1682 around the support 1638 constrains a pivot point 1678 on the centerline 1666 of the control lever 1658 to move axially along the centerline 112 of the power shaft 108 as the angle of the control lever (and hence, also the wobble plate angle θ) is changed to vary engine displacement. This feature is provided by the use of two bearing posts 1679 attached to the lift collar 1682 so that their centerline passes through the pivot point 1678 and the power shaft centerline 112 (or extension). These posts 1679 support bearings located along the centerline 1666 of the control lever 1658.
The displacement of engine 1600 is varied by axially moving the lift collar 1682 of the lift mechanism 1664 along the central support member 1638. The lever beam 1658 is pivotally supported by a pair of lift bearings 1679 (shown in broken line) connected to each side of the lift collar 1682 along a line running through the pivot point 1678 and normal to the shaft axis 112. Thus, raising and lowering the lift collar 1682 moves the pivot point 1678 for the lever beam 1658 axially along the shaft axis 112. Since the upper end 1669 of the control lever 1658 is always at a fixed axial position due to the slot 1662, axially moving the middle portion of the control lever by lifting the collar 1682 and bearing posts 1679 will change the angle of the control lever with respect to the power shaft axis 112, which in turn similarly changes the wobble plate angle θ by means of the links 1660. The force necessary to axially move the collar 1682 may be provided by a lift including such devices as a mechanical jack or a hydraulic piston. One configuration to provide the necessary force is to attach a hydraulic piston to the collar 1682. In the illustrated embodiment, a hydraulic piston surrounds the bearing support 1638 and is powered by high pressure hydraulic fluid (e.g., engine oil) introduced into a hydraulic piston space 1683 through passages 1684 formed in the support, thereby axially moving the lift collar 1682.
Variation 10—Use of a Rotating Cylinder Block Rotating with the Power Shaft, and Alternative Non-Rotating Piston Control Mechanism (PCM) and Associated Linkage
Referring now to
The engine 1700 of this embodiment is a continuously variable displacement engine wherein a separate cylinder block rotates within the external engine structure similar to the engine 1600 (“ninth variation”) previously described; however, the engine 1700 includes a simplified piston control mechanism (“PCM”).
In engine 1700, one or more cylinders 110 are located within a cylinder block 1606 and are arranged around a central power shaft 108 that rotates with the cylinder block 1606. The centerlines 116 of the cylinders 110 are nominally parallel to the centerline 112 of the power shaft 108. The power shaft 108 is attached firmly to the cylinder block 1606 and does not move axially within the engine block structure 102. A wobble plate mechanism 1728 is used to convert power from the pistons 118 to rotate the central power shaft 108. It will be understood in the following description that the singular term “piston” is meant to apply to all pistons in an engine having multiple pistons.
Similar to previously described embodiments, variable displacement is achieved in engine 1700 by increasing or decreasing the stroke of the piston 118 while concurrently moving the center point 146 of the wobble plate 1728 so as to maintain essentially a constant compression ratio. Piston stroke is determined by the wobble plate angle θ (measured along the wobble plate centerline 150 relative to a plane 152 normal to the power shaft axis 112), and the compression ratio is determined by the distance (denoted d) of the wobble plate center point 146 from the theoretical zero displacement point 170, i.e., the point at which the wobble plate angle would be zero. The desired relationship is expressed in mathematical terms by the equation d=K sin θ. K is a constant that is determined by the compression ratio and stroke of the piston at any wobble plate angle θ. In some embodiments of engine 1700, the wobble plate movement produced by the piston control mechanism 1735 does not perfectly match the d=K sin θ relationship, but the error can be made small enough that the resulting variation in compression ratio is acceptable for many applications of the variable displacement engine.
The design of a cylinder head (not shown) for mounting on the rotating cylinder block 1606 and the associated supporting structure may be varied in different embodiments to meet the specific requirements of each engine. The illustrated embodiment of engine 1700 features elements that may be required in any design of an engine with a rotating cylinder assembly. Specifically, the end of the power shaft 108 near the wobble plate 1728 is held in place by a bearing 1724 between the power shaft and a support 1738 attached to the exterior frame (e.g., engine block 102) of the engine. The centerline of the support 1738 lies along an extension of the centerline axis 112 of the power shaft 108. The support 1738 may be solid (as illustrated) or hollow, and may permit an extension of the power shaft 108 to pass through to connect to external engine components.
As in previous embodiments, the power generated by the reciprocating linear motion of the piston 118 in the engine 1700 is converted into output power by a wobble plate 1728 that produces rotation of the power shaft 108. The simplified piston control mechanism (PCM) 1735 for this embodiment is further described below.
Each piston 118 is connected to a (relatively) fixed location on the upper rotating portion 1640 of the wobble plate 1728 by a connecting rod 130. The connecting rod 130 transfers the forces from the piston 118 to the rotating wobble plate 1728. The center of the connecting rod lower bearing 126 (at opposite end from the piston) lies in a plane 150 that passes through the center point 146 of the wobble plate 1728. The upper rotating part 1640 of the wobble plate is constrained by a constant-velocity (CV) joint to rotate with the cylinder block 1606. The CV joint 1646 has an inner portion 1650 connected to the power shaft 108. An outer portion 1652 of the CV joint 1646 is fixed to the upper portion 1640 of the wobble plate. The inner portion 1650 of the CV joint is permitted to slide axially along the power shaft 108 but is constrained to rotate with the power shaft by splines 1654. The center point of the CV joint 1646 is held common with the center point 146 of the wobble plate by the CV ball bearings 1651 linking races 1653 on the two portions of the CV joint.
Although the CV joint 1646 in the illustrated embodiment is disposed radially within the annular space of the ring-shaped wobble plate 1728 (i.e., an “internal CV configuration”), in other embodiments the CV joint used to ensure rotation of upper ring portion 1640 with the power shaft 108 may be disposed radially outside the wobble plate (i.e., an “external CV configuration”). In such external CV configuration, the inner portion of the CV joint may be connected to the upper ring portion 1640 and the outer portion of the CV joint may be secured to a rotating portion of the cylinder block 1606 rather than to the power shaft itself
A lower, ring-like non-rotating part 1742 of the wobble plate 1728 is connected to the lower side of the rotating part 1640 (opposite from the side facing the pistons) by bearings 1655. The non-rotating part 1742 of the wobble plate 1728 controls the wobble plate angle θ and the movement of the center point 146 of the wobble plate to vary the displacement of engine 1700.
The PCM 1735 of this embodiment includes an axial anchor arm 1759 extending from the non-rotating part 1742 of the wobble plate 1728. In the illustrated embodiment, the axial anchor arm 1759 extends from the (axially) uppermost position of the non-rotating portion 1742. A bearing 1768 at the outer end of the anchor arm 1759 pivotally connects the anchor arm to a slider block 1769. The slider block 1769 is permitted to slide in a slot/path 1763 nominally along a line 1764 normal to the centerline 112 of the power shaft. In the illustrated embodiment, the slider block 1769 is constrained by slot 1763 that is rigidly attached to the engine structure 102. The slot 1763 is configured to maintain the effective outer end 1768 of the anchor arm 1759 at a nominally constant axial position. However, in some embodiments, the shape of the slot 1763 may be tailored to meet the requirement for essentially constant compression ratio as the displacement is varied. For example, the slot 1763 may be nominally at a constant axial position but may be slightly sloped and/or curved to meet the compression ratio needs of the engine. The slot 1763 also prevents the lower, non-rotating part 1742 of the wobble plate from rotating. The slider block 1769 may slide a short distance from an outermost position at maximum wobble plate angle (θmax) to an innermost position at minimum wobble plate angle (θmin). The specific location of the bearing 1768 is normally selected as the location that results in the least variation in compression ratio, but may vary for optimization of the engine design.
The PCM 1735 of the engine 1700 may further include a lift arm 1782 extending from another part of the non-rotating portion 1742 of the wobble plate. Typically, the lift arm 1782 is attached on the opposite side of the non-rotating portion 1742 from the anchor arm 1759. In the illustrated embodiment, the lift arm 1782 extends from the (axially) lowest location of the lower portion 1742, opposite from the anchor arm 1759. The outer end 1784 of the lift arm 1782 is connected through bearings and a link 1786 to a lift mechanism 1788. As the lift mechanism 1788 raises and lowers the lift arm 1782 in the axial direction, the wobble plate angle θ changes (and hence, the engine displacement changes) since the other side of the non-rotating portion 1742 is axially pinned by bearing anchor point 1768 at the outer end of the anchor arm 1759 riding in the slot 1763.
The lift 1788 may be constructed of such devices as a mechanical jack or a hydraulic piston. The hydraulic piston could be powered by high pressure hydraulic fluid such as engine oil. The mechanical jack could be powered by external means.
In other embodiments (not shown), the bearing 1768 for the anchor arm 1759 may be fixed both axially (i.e., in a direction parallel to the shaft axis 112) and radially (i.e., in a direction normal to the shaft axis) with respect to the power shaft 108, rather than being slidably movable in the radial direction. In such embodiments, the slider block 1769 is not required, and the end of the anchor arm 1759 may be provided with a slot (similar to slot 1592 in
It will be appreciated by those skilled in the art having the benefit of this disclosure that this engine provides a continuously variable displacement while maintaining essentially a constant compression ratio over the range of displacements. It should be understood that the drawings and detailed description herein are to be regarded in an illustrative rather than a restrictive manner, and are not intended to be limiting to the particular forms and examples disclosed. On the contrary, included are any further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments apparent to those of ordinary skill in the art, without departing from the spirit and scope hereof, as defined by the following claims. Thus, it is intended that the following claims be interpreted to embrace all such further modifications, changes, rearrangements, substitutions, alternatives, design choices, and embodiments.
This application is a Continuation-In-Part of U.S. patent application Ser. No. 13/368,198, filed on Feb. 7, 2012, entitled CONTINUOUSLY VARIABLE DISPLACEMENT ENGINE, which issued on Aug. 18, 2015, as U.S. Pat. No. 9,109,446. U.S. application Ser. No. 13/368,198 claims benefit of U.S. Provisional Application No. 61/462,700, filed on Feb. 7, 2011, entitled CONTINUOUSLY VARIABLE DISPLACEMENT ENGINE. U.S. patent application Ser. No. 13/368,198 and 61/462,700, and U.S. Pat. No. 9,109,446 are incorporated by reference herein in their entirety.
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| Number | Date | Country | |
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| Parent | 13368198 | Feb 2012 | US |
| Child | 14829442 | US |
