Internal combustion engine with arrangement for adjusting the compression ratio

A four stroke combustion engine having two separate cam guide devices. Each cam guide device co-operates with its respective set of pistons and with its respective associated set of support rollers according to a “sine”-like concept known per se.

GB 2 019 487 describes a four cylinder two stroke engine in which ignition occurs simultaneously in two of the four cylinders, that is to say in pairs of alternate cylinders. In the patent specification it is indicated that the contour of the cam can be designed so that the pistons can be moved in a most favourable manner in connection with expansion of the combustion product. There is employed a desired level or steady contour for emptying or scavenging of exhaust before new fuel is introduced into the cylinder. In the drawings there is shown, in each of two mutually opposite cam grooves, a more or less rectilinear, local cam contour in mutual turning points lying directly opposite each other forming “sine”-like curve portions. More specifically the rectilinear cam contour is illustrated in only the one of two succeeding, turning points of the “sine”-like curve forming “sine”-like curve portions, namely where the respective pistons occupy one after the other their most remote outer positions with exhaust and scavenging ports open to the maximum.

The present invention, which primarily relates to two cycle engines, but which can also be applied to four stroke engines, takes as its starting point the piston and cylinder arrangement according to the afore-mentioned U.S. Pat. No. 5,031,581.

FR-A-2 732 722 illustrates a two part driving shaft. Each drive shaft part is provided with a disc shaped cam guide device arranged in an inclined plane to the drive shaft axis to generate a mathematical sine-curve movement of the relevant one piston of each pair of opposed pistons. It is proposed to control the compression ratio by axially adjusting the relative distance between the drive shaft parts and accordingly the relative distance between each pair of opposed pistons. This axial adjustment is provided by axially movement of one drive shaft part in relation to the other drive shaft part, i.e. one drive shaft part is axially movable and the other drive shaft is axially immovable.

With the present invention the aim is to be able to regulate the compression ratio in cylinders of the engine in a similar way as suggested in FR-A 2 732 722, but with additional advantages. It is especial interest to provide an engine construction operating in a controlled, precise and reliable manner based on a constructional simple and reliable drive shaft structure.

It is a further aim of the present invention to employ a “sine”-like curve shaped, cam guide device instead of the disc shaped cam guide device suggested in FR-A-2 732 722. By the use of a “sine”-like curve shaped, cam guide device it is made possible to guide the associated pistons in a more advantageous manner to improve the total engine effect. More specifically the “sine”-like curve shaped, cam guide device enables incorporation of different local variations in each engine stroke in order to improve the total engine effect. It is, however, of utmost importance that the cam guide devices and their connection with the drive shaft have a favourable design and are sufficiently reliable in operation.

The arrangement according to the invention is characterised in that at least one of the cam guide devices is axially movable in relation to a one-piece drive shaft and is provided with a hydraulic mechanism, for separately adjusting the position of at least one guide device, including regulation of the relative spacing between the pistons. The hydraulic mechanism includes an annular pressure oil chamber and a simulator piston, which partitions the chamber into two sub-chambers, and each chamber is connected to a respective one of two pressure oil circuits.

By regulating the position solely for the one cam guide device, the regulation arrangement is rendered especially simple and other significant advantages can be obtained in the general function of the engine, as will be described further below.

Alternatively, instead of regulating the position for only the one cam guide device, it is possible to regulate the position for each of the cam guide devices synchronously or individually, all according to the requirements for additional adjustment between the movements of the pistons in each piston pair.

According to the invention one is in a position to regulate the compression ratio in the working chamber between two pistons of each cylinder of the engine in a rather simple and reliable manner by means of the hydraulic mechanism.

By the fact that the cam guide device is common to the one piston of each and all the cylinders there can be achieved effectively and in an accurately controllable manner corresponding regulation of the position for said one piston of each of the cylinders relative to its associated cylinder by means of one and the same pressure oil regulated cam guide device. This means that the position of this one of the guide means and accordingly the position of the related piston of each pair or pistons can be a controlled and reliable manner by means of a rather uncomplicated hydraulic mechanism, i.e. by means of pressurised oil.

According to the invention it is made possible to regulate the working volume between pistons of the cylinders as may be required, that is to say during use, and particularly during a cold start of the engine and back to normal operation after the engine is run sufficiently warm.

A favourable constructional solution of the present invention is that a one-piece drive shaft is being used and that each cam guide device is rotative with the drive shaft and that at least one cam guide device is axially movable along the drive shaft. This means that the cam guide devices and the drive shaft can be realised in rather a compact and dimensionally restricted construction.

A further favourable constructional solution of the present invention is that the pressure oil chamber is defined in an annular spacing between the drive shaft and the cam guide device, and that said piston projects from its cam guide device radially inwardly in the chamber.

It is also advantageous that the piston is passed through parallel to the axis of the drive shaft by a set of driving bolts, which allow a certain axial movement of the piston relative to the drive shaft, while the driving bolts are connected at their respective opposite ends to the drive shaft and connected to a carrying member fastened to the drive shaft.

It is especially interesting according to the invention to change the compression ratio in connection with the starting up of the engine, that is to say on cold start. It is furthermore interesting in addition to be able to change the compression ratio during operation in order thereby to obtain a most favourable compression ratio possible during normal operation. Consequently it can be of interest to change the compression ratio during operation of the engine for various reasons.

It is preferred according to the invention that the one piston of the cylinder, which is designed to regulate the position of in the associated cylinder, constitutes a piston which controls opening and closing of exhaust ports of the cylinder.

In practice, one piston of each cylinder controls the opening and closing of one or more exhaust port(s) of the cylinder and the other piston of each cylinder controls the opening and closing of one or more scavenging port(s).

Accordingly, at the same time as the compression ratio is regulated between the pistons, there is in addition achieved the possibility to of regulating the opening and closing sequence of the associated exhaust ports.

Inter alia the flow-through passages of the exhaust ports can hereby be defined as required. Further the moment of the opening and closing of the exhaust ports can be displaced in relation to normal operation.

Inter alia one can hereby achieve according to the invention a favourable separate control of the exhaust ports via the one group of pistons and separate, favourable control of the scavenging air ports via the other group of pistons via their respective separate cam guide devices.

Further features of the present invention will be evident from the following description having regard to the accompanying drawings, which show some practical embodiment.

FIG. 1

shows a vertical section of an engine according to the invention.

FIGS. 1

a

and

1

b

show in a corresponding segment of

FIG. 1

vital parts of the engine and illustrate in

FIG. 1

a

pistons of the engine in a position with maximum mutual spacing and in

FIG. 1

b

pistons of the engine in a position with minimal mutual spacing.

FIG. 2

shows schematically a first cross-section illustrated at one end of the cylinder of the engine in which there is shown a scavenging air intake.

FIG. 3

shows schematically a second cross-section illustrated at the other end of the cylinder of the engine, in which there is shown an exhaust outlet.

FIG. 4

a

shows schematically in a third cross-section, the middle portion of the engine cylinder, where the fuel is supplied and the ignition of the fuel occurs, illustrated in a first embodiment.

FIG. 4

b

shows in a cross-section, which corresponds to

FIG. 4

a,

the middle portion of the cylinder according to a second embodiment.

FIG. 5

a

shows in longitudinal section a segment of the engine according to

FIG. 1

b.

FIG. 5

b

shows a cam guide device with associated drive shaft, illustrated in longitudinal section with a segment of the engine according to

FIG. 1

b.

FIG. 5

c

shows a cross head in side view.

FIGS. 5

d

and

5

e

show the cross head according to

FIG. 5

c

seen respectively from above and below.

FIG. 5

f

shows the piston rod seen in side view.

FIG. 5

g

shows the piston rod according to

FIG. 5

f

seen from above.

FIG. 5

h

shows a piston according to the invention in vertical section.

FIGS. 6-8

show schematically illustrated and spread in the plane of the drawing a general pattern of movement for a first of two pistons associated with each cylinder, used in connection with a three cylinder engine, and illustrated in different angular positions relative to the rotary movement of the drive shaft.

FIG. 6

a

shows schematically the principle for transferring motive forces between the roller of the piston rod and associated obliquely extending portion of a “sine”-plane.

FIG. 9

shows schematically illustrated and spread in the plane of the drawing a more detailed pattern of movement for two pistons of each cylinder, illustrated in different angular positions relative to the rotary movement of the drive shaft, illustrated in connection with a five cylinder engine.

FIG. 10

shows in a representation corresponding to

FIG. 9

, the pistons in respective positions relative to associated cylinders, in a subsequent working position.

FIG. 11

shows schematically a segment of a central portion of a “sine”-plan for two associated pistons of each cylinder.

FIG. 12

shows a detailed curve contour for a “sine”-plane for a first piston in each cylinder.

FIG. 13

shows a corresponding detailed curve contour for a “sine”-plan for a second piston in each cylinder.

FIG. 14

shows a comparative compilation of the curve contours according to

FIGS. 12 and 13

.

FIG. 15

shows in section and in longitudinal section an alternative construction of a cam guide device with associated pressure rollers arranged at the outer end of a piston rod.

FIG. 16

shows the same alternative solution, as illustrated in

FIG. 15

, shown in section in a direction radially outwards from the cam guide device.

FIGS. 17 and 18

show in elevation and in horizontal section respectively the guiding of the head portion of the piston rod along a pair of control bars extending mutually in parallel.

DETAILED DESCRIPTION OF THE INVENTION

In

FIG. 1

there is shown a combustion engine

10

having internal combustion, according to the invention, illustrated in cross-section and in a schematic manner. As an embodiment there is shown a two cycle combustion engine

10

, but as mentioned the solution can also be applied to a four cycle engine, without the specific embodiment of this being described herein.

According to the present invention there is specifically proposed a solution for changing the compression ratio of the engine during use. The change of the compression ratio will however also be able to have an influence on the remaining operating conditions of the engine as will be evident from the following description. The following description refers to different aspects according to the invention which have direct or indirect significance for various functions of the engine and effects following from this.

According to the invention an objective is inter alia a favourable control of the opening and closing of exhaust ports

25

and scavenging ports

24

as will be described further below.

Furthermore the aim is combustion in a specially defined combustion chamber K

1

, as will be described in more detail below.

In the illustrated embodiment a drive shaft is constructionally shown in the form of a drive stump shaft

11

, which passes axially and centrally through the engine

10

.

The drive shaft

11

is provided with a first head portion

12

a

projecting radially outwards, which constitutes a first cam guide device. The drive shaft is further provided with a second head portion

12

b

projecting equivalently outwards, which constitutes a second cam guide device.

The head portions/the cam guide devices

12

a,

12

b

in the illustrated embodiment are represented separately and are connected separately to the drive shaft

11

each with their fastening means.

The cam guide device

12

a

surrounds the drive shaft

11

at its one end

11

a

and forms an end support against end surface

11

b

of the drive shaft

11

via a fastening flange

12

a′

AND is stationarily secured to the drive shaft via fastening screws

12

a″.

The cam guide device

12

b

surrounds a thickened portion

11

c

of the drive shaft

11

at its opposite end portion

11

d.

The cam guide device

12

b

is not, as is the cam guide device

12

a

directly secured to the drive shaft

11

, but is on the other hand arranged to be axially displaceable a limited extent axially along the drive shaft

11

, especially with the idea of being able to regulate the compression ratio in cylinders

21

of the engine

10

(only one of a number of cylinders is shown in FIG.

1

).

End portion

11

d

(see

FIG. 1 and 5

a

) of the drive shaft

11

forms a radially offset sleeve portion to which there is fastened a cup-shaped carrying member

13

. The carrying member

13

is provided with a fastening flange

13

′ which with fastening screws

13

″ is secured to end portion

11

d

of he drive shaft

11

. Between upper end surface

13

a

of the carrying member

13

and an opposite shoulder surface

11

e

of the drive shaft

11

there is defined a pressure oil chamber

13

b.

In the pressure oil chamber

13

b

there is slidably received a compression simulator

12

b′

in the form of a piston-forming guide flange, which projects from the inner side of the cam guide device radially inwards into the pressure oil chamber

13

b

for sliding abutment against the outer surface of the end portion

11

d.

In order to prevent mutual turning between the cam guide device

12

b

and the carrying member

13

and the drive shaft

11

the guide flange or simulator piston

12

b′

is passed through by a series of guide pins

12

′ which are anchored in their respective bores in the end surface

13

a

of the carrying member

13

and in the shoulder surface

11

e

of the drive shaft

11

.

The pressure oil chamber

13

b

is supplied with pressure oil and is drained of pressure oil via transverse ducts

11

f

and

11

g

through end portion

11

d

of the drive shaft

11

(see

FIG. 5

b

).

An oil guide means

14

, which is put axially inwards into mutually aligned axial bores in the end portion

11

d

of the drive shaft

11

and in fastening flange

13

′ of the carrying member

13

, provides for pressure oil and return oil to be led to and from the ducts

11

f

and

11

g

via separate guide ducts

14

a

and

14

b

and adjacent annular grooves

14

a′

and

14

b′

in the oil guide means

14

.

Referring to

FIG. 1

, the oil guide means

14

is slidably mounted centrally within the drive shaft

11

and is held in place by bolts

14

c′

threaded into the end cover

17

b.

Each duct

14

a,

14

b

terminates radially in the respective annular grooves

14

a′,

14

b′

and, as indicated in

FIG. 1

, a pair of O-rings is disposed in the oil guide means

14

to opposite sides of each annular groove

14

a′,

14

b′

for sealing purposes against the bore in the drive shaft

11

. Thus, each groove

14

a′,

14

b′

communicates directly with the respective ducts

11

f,

11

g

leading to the respective sub-chambers of the pressure oil chamber

13

b.

Control of pressure oil and return oil to an from the pressure oil chamber

13

b

on opposite sides of the compression simulator piston

12

b′

of the cam guide device

12

b

takes place from a remotely disposed commercially conventional control arrangement, not shown further, in a manner not shown further.

The drive shaft

11

is, as shown in

FIG. 1

, connected at opposite ends to equivalent drive shaft sleeves

15

a

and

15

b.

The sleeve

15

a

is fastened with fastening screws

15

a′

to the cam guide device

12

c,

while the sleeve

15

b

is fastened with fastening screws

15

b′

to the carrying member

13

. The sleeves

15

a

and

15

b

are rotatably mounted in a respective one of two opposite main support bearings

16

a

,

16

b

, which are fastened at opposite ends of the engine

10

in a respective end cover

17

a

and

17

b.

As shown in

FIG. 1

, the end covers

17

a

and

17

b

are correspondingly fastened to an intermediate engine block

17

by means of fastening screws

17

′.

Internally in the engine

10

a first lubricating oil chamber

17

c

is defined between the end cover

17

a

and the engine block

17

and a second lubricating oil chamber

17

d

between the end cover

17

b

and the engine block

17

. There is shown an extra cap

17

e

attached to the end cover

17

b

and an external oil conduit

17

f

between the lubricating oil chamger

17

c

and the oil cap

17

e

. Further there is illustrated a suction strainer

17

g

connected to a lubricating oil conduit

17

h

which forms a communication between the lubricating oil chamber

17

d

and an external lubricating oil arrangement (not shown further).

The oil guide means

14

is provided with a cover-forming head portion

14

c

which is fastened to end cover

17

b

of the engine

10

with fastening screws

14

c′

. The cover-forming head portion

14

c

forms a sealing off relative to the lubricating oil chamber

17

c

endwise outside the support bearing

16

b.

Correspondingly there is fastened to the end cover

17

a

endwise outside the support bearing

16

a

a sealing cover

14

d

with associated sealing ring

14

e.

The engine

10

is consequently generally constructed of a driven component, that is to say a rotatable component, and a driving component, that is to say a non-rotating component. The driven component comprises drive shaft

11

the carrying member

13

the drive shaft sleeves

15

a,

15

b

and the cam guide devices

12

a

and

12

b,

which are connected to the drive shaft

11

. The driving, non-rotating component comprises the cylinders

21

and associated pistons

44

,

45

.

According to the present invention there is ensured a regulation of the compression ratio of the engine by effecting a regulation internally, that is to say mutually between the parts of the driven component. More specifically the one cam guide device

12

b

is displaced axially backwards and forwards relative to the drive shaft

11

, that is to say within the defined movement space in the pressure oil chamber

13

a,

which is determined by the guide flange

12

b′

and the part-chambers of the oil chamber

13

a

on opposite sides of the guide flange

12

b′.

In practice it is a question of a regulation length of some few millimeters for smaller motors and of some centimeters for larger engines. The respective volume differences of the associated working chambers have however equivalent compression effects in the different engines.

For instance a stepwise or stepless regulation of the compression ratios can be considered according to need, for example adapted with graduated control of the cam guide device

12

b

to respective positions relative to the drive shaft

11

. The control can for example occur automatically by means of electronics known per se, based on different temperature sensing equipment, and the like. Alternatively the control can occur by manual control via suitable regulation means, which are not shown further herein.

By effecting the regulation of the cam guide device

12

b

in connection with the driven component of the engine, one avoids an influence on the general control of the arrangement of associated piston

44

, piston rod

48

, main support wheel

53

and auxiliary wheel

55

, that is to say influence on the mechanical connection between the driving component and the driven component is avoided.

On the other hand, with such a regulation of the cam guide device

12

b,

there is obtained an axial regulation internally in the driving component, in such a way that the arrangement of piston

44

, piston rod

48

, main support wheel

53

and auxiliary wheel

55

can be displaced collectively via the cam guide device

12

b

relative to the associated cylinder

21

, independently of the concrete compression regulation in practice.

In

FIGS. 1 and 1

b

there is indicated by a broken line a centre space

44

′ between the piston heads of the pistons

44

,

45

at a normal compression ratio when the cam guide device

12

b

occupies the position illustrated in FIG.

1

. By the full line there is indicated a centre space

44

″ between the piston heads of the pistons

44

,

45

when guide flange

12

b′

of the cam guide device

12

b

is pushed to the maximum upwardly against the shoulder surface

11

e

of the piston rod

11

.

The engine

10

is shown divided up into three stationary main components, that is to say a middle member, which constitutes the engine block

17

and two cover-forming housing members

17

a,

17

b

which are arranged at a respective one of the ends of the engine

10

. The housing members

17

b,

17

c

are consequently adapted to cover their respective cam guide devices

12

a,

12

b,

support wheels

53

and

55

and their associated bearings in respective piston rods

48

,

49

at their respective end of the engine block

17

. All the driving and driven components of the engine are consequently effectively enclosed in the engine

10

and received in an oil bath in the associated lubricating oil chambers

17

c

and

17

d.

In the engine block

17

in the illustrated embodiment, there is used in connection with a three cylinder engine, correspondingly designed with three peripherally separated engine cylinders

21

. Only the one of the three cylinders

21

is shown in

FIGS. 1

,

1

a

and

1

b.

The three cylinders

21

, which are placed around the drive shaft

11

with a mutual angular spacing of 120°, are designed according to the illustrated embodiment as separate cylinder-forming insert members, which are pushed into an associated bore in the engine block

17

.

In each cylinder/cylinder member

21

there is inserted a sleeve-shaped cylinder bushing

23

. In the bushing

23

there is designed, as shown further in

FIGS. 1

a

and

1

b

(see also FIG.

2

and

3

), an annular series of scavenging ports

24

at one end of the bushing

23

and an annular series of exhaust ports

25

at the other end of the bushing

23

.

Equivalently in wall

21

a

of the cylinder

21

there are arranged scavenging ports

26

, which are radially aligned with scavenging ports

24

of the bushing

23

, as is shown in

FIG. 2

, while exhaust ports

27

, which are radially aligned with exhaust ports

25

of the bushing

23

, are equivalently designed in the cylinder wall

21

a,

as is shown in FIG.

3

.

In

FIG. 1

there is shown an annular inlet duct

28

for scavenging air, which surrounds the scavenging ports

26

, and a scavenging air intake

29

lying radially outside.

As is shown in

FIG. 2

the scavenging air ducts

28

extend at a significant oblique angle u relative to a radial plane A through the cylinder axis, specially adapted to put the scavenging air in a rotational path

38

internally in the cylinder

21

, as is shown by an arrow B in FIG.

2

.

There is further shown in

FIG. 1

an annular exhaust outlet duct

30

, which surrounds the exhaust ports

27

, plus an exhaust outlet

31

emptying radially outwards.

In

FIG. 3

there is shown an equivalent oblique run of the exhaust ports

27

at an angle v relative to the radial plane A through the cylinder axis, specially adapted to lead the exhaust gases from the rotational path

38

internally in the cylinder in an equivalent rotational path outwards from the cylinder

21

, as is shown by an arrow C. The exhaust ports

27

are shown opening radially outwards to facilitate the outward flow of the exhaust gas from the cylinder

21

outwards towards the exhaust outlet duct

30

.

In the conventionally known manner the scavenging air is used to push out exhaust gas from a preceding combustion phase in the cylinder, in addition to supplying fresh air for a subsequent combustion process in the cylinder. In this connection there is employed according to the invention in a manner known per se a rotating air mass as shown by arrows

38

(see

FIGS. 1

a

and

4

a

) in working chamber K of the cylinder

21

in the compression stroke.

In

FIGS. 1

a,

1

b

and

4

a

there is shown a fuel injector or nozzle

32

received in a cavity

33

in the cylinder wall

21

a.

The injector/nozzle

32

has a pointed end

32

′ (see

FIG. 4

a

) projecting through a bore

34

in the cylinder wall

21

a.

The bore

34

passes through the cylinder wall

21

a

at an oblique angle, which is not marked further in

FIG. 4

a,

but which corresponds to the angle u, as shown in FIG.

2

. The pointed end

32

′ projects further through a bore

35

in the bushing

23

, in alignment with the bore

34

. Mouth

36

(see

FIG. 4

a

) of the nozzle/injector

32

is arranged so that a jet

37

of fuel can be directed, as is shown in

FIG. 4

a,

obliquely inwards in a rotating mass of air as shown by the arrows

38

in cylinder

21

, just in front of a spark plug

39

(possibly ignition pin) arranged in a chamber zone which forms a part of the combustion chamber K

1

(see

FIG. 1

b

).

In

FIG. 4

b

there is shown an alternative construction of the solution as shown in

FIG. 4

a,

there being employed in addition to a first fuel nozzle

32

and a first ignition arrangement

39

a second fuel nozzle

32

a

and a second ignition arrangement

39

a

in one and the same disc-formed combustion chamber K

1

. Both the nozzles

32

and

32

a

are designed correspondingly as described with reference to

FIG. 4

a

and both the ignition arrangements

39

and

39

a

are corresponding as described with reference to

FIG. 4

a.

In the nozzle

32

a

the associated components are designated with the reference designation “a” in addition.

In the illustrated embodiment of

FIG. 4

b

the nozzles

32

,

32

a

are shown mutually displaced an angular arc of 180°, while the ignition arrangements

39

,

39

a

are correspondingly shown mutually displaced an angular arc of 180°. In practice the relative spacings can be altered as required, that is to say with different mutual spacings, for instance depending upon the point of time of the mutual ignition, and the like.

Further there is indicated in

FIG. 1

a cooling water system for general cooling of the cylinder

21

. The cooling water system comprises a cooling water intake not shown further having a first annular cooling water duct

41

and a second annular cooling water duct

42

. The ducts

41

,

42

are mutually connected via an annular series of axially extending connecting ducts

43

(see FIG.

3

). The axially extending ducts

43

pass through the cylinder wall

21

a

in each intermediate zone

27

a

between the exhaust ports

27

, so that these zones

27

a

especially can be prevented from superheating by being subjected locally to a flowing through of cooling medium. The discharge of cooling water, which is not shown further in

FIG. 1

, is connected to the cooling water duct

42

remote from the cooling water intake, in a manner not shown further.

Internally in the bushing

23

there are two axially movable pistons

44

,

45

movable towards and away from each other. Just by the respective top

44

a,

45

a

of the piston and by the skirt edge

44

b,

45

b

of the piston there is arranged a set of piston springs in a manner known per se. The pistons

44

,

45

are movable synchronously towards and away from each other in a two cycle engine system.

Further details of the pistons are shown in

FIG. 5

h.

The piston

44

is shown in the form of a relatively thin-walled cap having top portion

44

a

and skirt portion

44

b.

Innermost in the internal hollow space of the piston there is arranged a support disc

44

c,

thereafter follows a head member

48

c

for an associated piston rod

48

, a support ring

44

d

and a clamping ring

44

e.

The head member

48

c

is provided with a convexly rounded top surface

48

c′

and concavely rounded off bottom surface

48

c″

, while the support disc

44

c

is designed with an equivalent concavely rounded upper support surface

44

c′

and the support ring

44

d

is provided with a convexly rounded lower support surface

44

d′

. The head member

48

c

is consequently adapted to be tilted about a theoretical axis relative to the piston controlled by the support surfaces

44

c′

and

44

d′

. By abutment against a shoulder portion

44

f

internally in the piston, the ring

44

e

provides for the head member

48

c

—and thereby the piston rod

48

—having a certain degree of fit and thereby a certain possibility of turning about the theoretical axis of the piston

44

during operation.

The head member

48

c

is provided with a middle, sleeve-shaped carrying portion

48

g

having rib portions

48

g′

projecting laterally outwards which form a locking engagement with equivalent cavities (not shown further) internally in the associated piston rod

48

(see

FIGS. 1

a

and

1

b

).

In

FIG. 1

a

the pistons

44

,

45

are shown in their equivalent, one outer position. This outer position, where there is a maximum spacing between the pistons

44

,

45

is designated herein generally as a dead point

0

a

for the piston

44

and

0

b

for the piston

45

.

In these dead point positions

0

a

and

0

b,

the piston

45

uncovers the scavenging ports

24

, while the piston

44

uncovers the exhaust ports

25

, opening and closing of the scavenging ports

24

being controlled by positions of the piston

45

in the associated cylinder

21

, while opening and closing of the exhaust ports

25

is controlled by positions of the piston

44

in the associated cylinder

21

. This control will be described in more detail in what follows having regard to

FIG. 12-14

.

In addition this control will be described with additional effects having regard to the afore-mentioned regulation of the cam guide device

12

b

along the drive shaft

11

.

When the pistons

44

,

45

occupy their opposite outer positions, where there is a minimal spacing between, as is shown in

FIG. 1

b,

these positions are usually designated as dead point positions. However according to the present invention the pistons

44

,

45

are stationary, that is to say without or broadly speaking without axial movement relative to each other in and at these dead point positions. In that the pistons are held stationary not only in the deal point position, but also in adjacent portions of the respective “sine”-plane, as will be described further below, a volumetrically more or less constant working chamber (combustion chamber) over a certain arcuate length can be ensured, that is to say over a considerably longer portion of the “sine”-plane than known hitherto.

Consequently the pistons

44

,

45

are at rest or broadly speaking at rest over a portion of the “sine”-plane, which is designated herein as a “deal portion”

4

a

for the piston

44

and as a “deal portion ”

4

b

for the piston

45

. Such dead portions

4

a

and

4

b

are further illustrated in

FIGS. 12 and 13

.

In said dead portions there is defined in the working chamber K a so-called “dead space”, which herein (for reasons which will be evident from what follows) is designated as the combustion chamber K

1

. The combustion chamber K

1

is according to the invention mainly defined in and at a transition portion between the compression phase and expansion phase of the two cycle engine, as will be described in more detail in what follows.

During the expansion phase, that is to say from the position of the piston as shown in

FIG. 1

b

to the position of the piston as shown in

FIG. 1

a,

the working chamber K is expanded from a minimum volume, shown by the combustion chamber K

1

, gradually to a maximum volume, as shown in

FIG. 1

a

and at the dead point

0

a

and

0

b

in

FIG. 9 and 10

, the combustion chamber K

1

being gradually expanded with another chamber K

2

in which the expansion and compression strokes of the pistons

44

,

45

take place.

According to the invention the combustion chamber K

1

is defined to a considerably degree in the dead portion/dead space. In practice however the combustion can also continue a bit just outside this dead space, something which will be explained in more detail below.

In connection with the change of the compression ratio in the working chamber there can be a question in the position as shown in

FIG. 10

about different volumes in the combustion chamber K

1

all according to which regulation is effected during use of the engine. From the above there should in that case also be a question about different volumes in the combustion chamber in the opposite position as shown in

FIG. 1

a.

However one must be aware of the piston strokes for the individual piston

44

,

45

being precisely equally long under all operative conditions, regardless of the compression ratio which must be employed.

Each piston

44

,

45

is rigidly connected to its respective pipe-shaped piston rod

48

and

49

, which is guided in a rectilinear movement via a so-called cross-head control

50

. The cross-head control

50

is arranged partly in the engine block

17

and partly in the respective cover member

17

a

and

17

b

at the equivalent free outer end of the respective piston rod

48

,

49

. The cross-head control

50

, which is shown in detail in

FIG. 5

a,

forms an axial guide for the piston rod

48

and

49

just within and just outside the engine block

17

.

Referring to

FIGS. 5

a

and

5

c,

the cross-head control

50

has a cylindrical upper portion

50

a,

a flange

50

c

provided with a plurality of bores

50

d

for passage of bolts as shown in

FIG. 1

to secure the cross head control

50

to the engine block

17

and a depending segmented section

50

b

to accommodate a cam guide device as indicated in

FIG. 5

a.

Guide slots

50

e

extend through the upper portion

50

e

(

FIG. 5

d

) and the depending section

50

b

(

FIG. 5

e

) to receive ribs

48

a

(

FIGS. 5

f

and

5

g

) on the piston rod

48

to thereby prevent rotation of the piston rod

48

.

With reference to

FIG. 5

a

there is a rotary pin

51

which is fastened at one end of the pipe-shaped piston rod

48

and which passes through the piston rod

48

crosswise, that is to say through its pipe hollow space

52

. On a middle portion

51

a

of the rotary pin

51

, that is to say internally in the hollow space

52

, there is rotatably mounted a main castor

53

, while on one end portion

51

b

of the rotary pin

51

on the outwardly facing side

48

a

of the piston rod

48

there is rotatably mounted an auxiliary castor

55

.

The main castor

53

comprises an inner hub portion

53

a

having a roller bearing

53

b

and an outer rim portion

53

c.

The rim portion

53

c

is provided with a double curved, that is to say ball sector-shaped roller surface

53

c′.

The auxiliary castor

55

has a construction corresponding to the main castor

53

and comprises an inner hub portion

55

a,

a middle roller bearing

55

b

and an outer rim portion

55

c

with ball sector-shaped roller surface

55

c′.

The main castor

53

is adapted to be rolled along a roller surface

54

concavely curved in cross-section on the cam guide device

12

a,

12

b

and which forms a part of a so-called “sine”-curve

54

′ as shown in

FIGS. 6-8

. By employing a ball sector-shaped roller surface

53

c ′

, which rolls along an equivalently curved guide surface

54

of the cam guide device

12

a

and

12

b,

an effective support abutment can be ensured between the castor

53

and the guide surface

54

under varying working conditions, and possible with a somewhat obliquely disposed castor/or obliquely disposed piston rod

48

(

49

),

such as this being able to be permitted in the pivotable mounting of the piston rod

48

in the piston

44

, as shown in

FIG. 5

h.

The “sine”-curve

54

′ is designed in the cam guide device

12

a

and

12

b

of the drive shaft on a side facing equivalently axially outwards from the intermediate cylinder

21

. The auxiliary castor

55

is adapted to be rolled against and along an equivalent, other “sine”-curve (not shown further) concavely curved in cross-section along a roller surface

56

a

in a roller path, which is designed in the cam guide device

12

a

(and

12

b

) radially just within the roller surface

54

.

In the embodiment illustrated in

FIG. 5

a

the “sine”-curve

54

a′

is placed radially outermost, while the “sine” curve

56

a′

is placed in the cam guide device

12

a

a distance radially within the “sine”-curve

54

a′

. Alternatively the “sine” curve

54

a ′

can be arranged radially within the “sine”-curve

56

a′

(in a manner not shown further).

In each of the cam guide devices

12

a

and

12

b

there are designed a corresponding pair of “sine”-curves

54

a′

,

56

a′

in a manner not shown further and each “sine”-curve can be provided with one or more “sine”-planes as required.

In

FIG. 1

schematic reference is made to a cam guide device

12

a

and

12

b,

while the details in the associated “sine”-curves and “sine” planes are shown further in

FIGS. 9-14

.

The “sine”-concept

Generally the “sine”-concept can be applied with an odd numbered number (1, 3, 5 etc.) of cylinders, while an even numbered (2, 4, 6 etc.) number of “sine”-planes is employed and vice-versa.

In a case where there is employed in each of the cam guide devices

12

a

and

12

b

a single “sine”-plane (having a “sine”-top and a “sine”-bottom), that is to say the “sine”-plane covers an angular arc of 360°, it is however immaterial whether an odd numbered or even numbered number of cylinders is employed. Correspondingly with a number of two (or more) “sine”-planes there can for instance be employed a larger or smaller number of cylinders as required.

The case with a single “sine”-plane can be especially of interest for use in engines running rapidly which are driven at speeds over 2000 rpm.

According to the “sine”-concept the individual engine can be “internally” geared with respect to speed, all according to which number of “sine”-tops and “sine”-bottoms is to be employed at each 360° revolution of the drive shaft. In other words according to the “sine”-concept both engines can be built precisely in the revolutions per minute region which is relevant for the individual application.

Generally the series arranged cylinders of the engine, with associated pistons, of the illustrated embodiment are arranged in specific angular positions around the axis of the drive shaft, for instance with mutually equal intermediate spaces along the “-sine”-plane or along the series of “sine”-planes (the “sine”-curve).

For example for a two cycle or four cycle engine numbering three cylinders (see FIG.

6

), there can be employed for each 360° revolution two “sine”-tops and two “sine”-bottoms and four oblique surfaces lying between, that is to say two “sine”-planes are arranged after each other in each cam guide device

12

a,

12

b.

Consequently in a four cycle motor four cycles can be obtained for each of the two pistons of the three cylinders with each revolution of the drive shaft/cam guide devices and four cycles for each of the two pistons of the three cylinders in a two cycle engine.

Correspondingly for a two cycle engine numbering five cylinders, as is shown in

FIGS. 9 and 10

, there can be employed, for each 360° revolution, a “sine”-curve with two “sine”-tops and two “sine”-bottoms and four oblique surfaces lying between, that is to say two “sine”-planes arranged after each other in each cam guide device

12

a,

12

b,

so that in a two cycle engine four cycles are obtained for each of the two pistons of the five cylinders with each revolution.

The support rollers of the pistons are placed in the illustrated embodiment with equivalently equal angular intermediate spaces, that is to say in equivalent rotary angular positions along the “sine”-curve, so that they are subjected one after the other to equivalent piston movements in equivalent positions along the respective “sine”-planes.

The engine power is consequently transferred from the different pistons

44

,

45

one after the other via the support rollers

53

in the axial direction for the drive shaft

11

via respective “sine”-curves each with their “sine”-plane, and the drive shaft

11

is thereby subjected to a compulsory rotation about its axis. This occurs by piston rods of the engine being moved parallel to the longitudinal axis of the drive shaft and support rollers of the piston rods being forcibly rolled off along the “sine”-planes. The engine power is thereby transferred in an axial direction from support rollers of the piston rods to the “sine”-planes, which are forcibly rotated together with the drive shaft

11

about its axis. In other words the transfer of motive power is obtained from an oscillating piston movement to a rotational movement of the drive shaft, the motive poser being transferred directly from respective support rollers of the piston rods to “sine”-planes of the drive shaft.

In

FIG. 6

a

there is schematically illustrated a support roller

53

on an obliquely extending portion of a “sine”-curve

54

′. Axial driving forces are shown form an associated piston

44

having piston rod

48

in the form of an arrow Fa and equivalently in a radial plane rotational forces transferred to the “sine”-plane

8

a

shown by an arrow Fr.

The rotational forces can be deduced from formula 2:

Fr=Fa. tan φ.

According to the invention one achieves inter alia, by means of a particular design of the “sine”-plane according to the invention, the expansion stroke of the pistons

44

,

45

—reckoned angularly relative to the rotational arc of the drive shaft—becoming larger than the compression stroke of the pistons

44

,

45

. In spite of the different speeds of movement of the pistons in opposite directions of movement, a relatively more uniform transfer of motive force to the drive shaft

11

can hereby be ensured and in addition a “more uniform”, that is to say more vibration-free running of the engine.

In

FIGS. 6-8

there is schematically shown the mode of operation pf a three cylinder engine

10

, in which only the one piston

44

is shown of the two cooperating pistons

44

,

45

, illustrated in a planar spread condition along an associated “sine”-curve

54

′, which consists of two mutually succeeding “sine”-planes, plus the associated main castor

53

of the associated one piston rod

48

. In each of the

FIGS. 6-8

there is schematically shown the associated one piston

44

in each of three cylinders

21

of the engine, an equivalent arrangement being employed for the piston

45

at the opposite end of the cylinders. For the sake of clarity the cylinder

21

and the opposite piston

45

have been omitted from

FIGS. 6-8

, only the piston

44

, its piston rod

48

and its main castor

53

being shown. Axial movements of the piston

44

are illustrated by an arrow

57

, which marks the compression stroke of the piston

44

, and an arrow

58

, which marks the expansion stroke of the piston

44

.

The “sine”-curve

54

′ is shown with a lower roll path

54

, which has a double “sine”-plane-shaped contour and which generally guides the movement of the main castor

53

in an axial direction, in that it more or less constantly effects a downwardly directed force from the piston

44

via the main castor

53

towards the roll path

54

in the expansion stroke and an upwardly directed force from the roll path

54

via the main castor

53

towards the piston

44

in the compression stroke. The auxiliary castor

55

(not shown further in FITS.

6

-

8

) is received with a sure fit relative to an upper roll path

54

b,

as is shown in

FIG. 5

a.

For illustrative reasons the roll path

56

b

is shown vertically above the main castor

53

in

FIGS. 6-8

, so as to indicate the maximum movement of the main castor in an axial direction relative to the roll path

54

. In practice it will be the auxiliary castor

55

which controls the possibility for movement of the main castor

53

axially relative to its roll path

54

, as is shown in

FIG. 5

a.

The auxiliary castor

55

is normally not active, but will control movement of the piston

44

in an axial direction in the instances the main castor

53

has a tendency to raise itself from the cam-forming roll path

54

. During operation lifting of the main castor

53

in an unintentional manner relative to the roll path

54

can hereby be avoided. The roll path

56

for the auxiliary castor

55

is, as shown in

FIG. 5

, normally arranged in the fixed fit spacing from the associated roll path

56

a.

In

FIGS. 6-8

the sine curve

54

′ is shown with a first relatively steep and relatively rectilinear running curve portion

60

and a subsequent, more or less arcuate, top-forming transition portion/dead portion

61

and a second relatively more gently extending, relatively rectilinearly running curve portion

62

and a subsequent arcuate transition portion/dead portion

63

. These curve contours are however not representative in detail of the curve contours which are employed according to the invention, examples of the correct curve contours being shown in more detail in

FIGS. 12 and 13

.

The “sine”-curve

54

′ and the “sine”-plane

54

are shown in

FIGS. 6-8

with two tops

61

and two bottoms

63

and two pairs of curve positions

60

,

62

. In

FIGS. 6-8

there are illustrated three pistons

44

and their respective main castor

53

shown in equivalent positions along an associated “sine”-curve in mutually different, succeeding positions. It is evident from the drawing that the relatively short first curve portions

60

entail that at all times only one main castor

53

will be found on the one short curve portion and two or roughly two main castors

53

on the two longer curve portions

62

. In other words with the illustrated curve contour different forms of curve portions can be employed for the compression stroke relative to the form of the curve portions for the expansion stroke. Inter alia one can hereby ensure that the two main castors

53

at all times overlap the expansion stroke, while the third main castor

53

forms a part of the compression stroke. In practice movement of the piston

44

is achieved with relatively greater speeds of movement in the axial direction in the compression stroke than in the expansion stroke. In themselves these different speeds of movement do not have a negative influence on the rotational movement of the drive shaft

11

. On the contrary it means one is able to observe that more uniform and less vibration-inducing movements in the engine can be obtained, with such an unsymmetrical design of the curve portions

60

,

62

relative to each other.

Further there is obtained an increase of the time which is relatively placed for disposition in the expansion stroke relative to the time which is reserved for the compression stroke.

In a practical construction according to

FIGS. 6-8

there is chosen in a 180° working sequence an arc length for the expansion stroke of about 105° and an equivalent arc length for the compression stroke of about 75°. But actual arc lengths can for instance lie between 110° and 95° when the expansion stroke is concerned and equivalently between 70° and 85° when the compression stroke is concerned.

On using for instance a set of three cylinders

21

associated with three pairs of pistons

4

,

45

as is described above, two tops

61

and two bottoms

63

are employed for each 360° revolution of the drive shaft

11

, that is to say two expansion strokes per piston pair

44

,

45

per revolution.

On using for instance four pairs of pistons there can be correspondingly employed three tops and three bottoms, that is to say three expansion strokes per piston pair per revolution.

In the embodiment according to

FIGS. 9-10

there is discussed a five cylinder engine with five pairs of pistons, associated with two tops and two bottoms, that is to say with two expansion strokes per piston pair per revolution.

Typical cam guide arrangement according to the invention

In what follows there will be described with reference to

FIGS. 9 and 10

in more detail a preferred embodiment of the “sine”-concept according to the invention in connection with a five cylinder, two cycle-combustion engine with two associated, mutually differing cam guide curves

8

a

and

8

b,

as shown in

FIGS. 9 and 10

and in

FIGS. 12 and 13

.

In

FIG. 14

there is schematically shown a midmost, theoretical cam guide curve

8

c,

which shows the volume change of the working chamber K from a minimum, as shown in the combustion chamber K

1

in the dead zones

4

a

and

4

b,

to a maximum, as shown in the maximum working chamber K in the dead points

0

a

and

0

b

(see

FIGS. 9-10

and

12

-

14

).

According to the invention the curve

8

b,

as is illustrated in

FIGS. 12-14

, is shown at the dead point

0

b

phase-displaced an angle of rotation of 14° in front of the dead point

0

a

of the curve

8

a.

The direction of rotation of the curves

8

a

and

8

b,

that is to say the direction of rotation of the drive shaft

11

, is illustrated by the arrow E.

In

FIGS. 9 and 10

there are schematically illustrated five cylinders

21

-

1

,

21

-

2

,

21

-

3

,

21

-

4

and

21

-

5

and belonging to two associated curves

8

a

and two curves

8

b,

shown spread in a schematically illustrating manner in one and the same plane. The five cylinders

21

-

1

,

21

-

2

,

21

-

3

,

21

-

4

and

21

-

5

are shown in respective angular positions with a mutual angular space of 72°, that is to say in positions which are uniformly distributed around the axis of the rotary shaft

11

.

In

FIG. 12

there is shown a first curve

8

a,

which covers an arc length of 180° from a position 0°/360° to a position 180°. A corresponding curve

8

a

(see

FIG. 9

) passes over a corresponding arc length of 180° from position 180° to position 360°. In other words two succeeding curves

8

a

for each 360° revolution of the drive shaft.

The curve

8

a

shows in position 0°/360° a first dead point

0

a.

From position 20 to a position 38.4° there is shown a first transition portion

1

a,

which corresponds to a first part of a compression stroke and from position 38.4° to position 59.2° an obliquely (upwardly) extending rectilinear portion

2

a,

which corresponds to a main part of the compression stroke and from positions 59.2° to a position 75° a second transition portion

3

a,

which corresponds to a finishing part of the compression stroke.

Thereafter from the position 75° to a position 85° there is shown in connection with a second dead point a rectilinear dead portion

4

a,

which is shown passing over an arc length of 10°.

From the position 85° to a position 95.8° there is shown a transition portion

5

a,

from the position 95.8° to a position 160° an oblique downwardly extending, rectilinear portion

6

a

and from the position 160° to a position 180° a transition portion

7

a.

The three portions

5

a,

6

a,

7

a

together constitute an expansion portion.

In position 180° is shown anew the dead point

0

a

and thereafter the cam guide curve continues via a second corresponding curve

8

a,

from the position 180° to the position 360°, that is to say with two curves

8

a

which together extend over an arc length 360°.

In

FIG. 13

there is shown an equivalent (mirror image) curve contour for the remaining curve

8

b,

shown with a dead point

0

b

and succeeding curve portion

1

b

-

7

b.

There is shown the dead point

0

b

in a position 346°,

the curve portion

1

b

between the positions 346° and 3°,

the curve portion

2

b

between the positions 3° and 60°,

the curve portion

3

b

between the positions 60° and 75°,

the curve portion

4

b

between the positions 75° and 30°,

the curve portion

5

b

between the positions 80° and 101.5°,

the curve portion

6

b

between the positions 101.5° and 146°,

the curve portion

7

b

between the positions 146° and 166°, that is to say with the dead point

0

b

shown anew in the position 166°.

The cam guide continues with a corresponding curve

8

b

between the positions 166° and 346° (see FIG.

10

).

The first curve

8

a

(

FIG. 12

) controls opening (position 160°/340°) and closing (position 205°/25°) of exhaust ports

25

.

The second curve

8

b

(

FIG. 13

) control opening (position 146°/326°) and closing (position 185°/5°) of scavenging ports

24

.

In

FIG. 14

there is shown a phase-displacement of 14° between the dead points

0

a

and

0

b,

in the illustrated, schematic comparison of the curves

8

a

and

8

b.

Curve

8

b,

as shown by broken lines in

FIG. 14

, is for comparative reasons shown in mirror image form relative to the curve

8

a,

which for its part is shown in full lines in FIG.

14

. By chain lines there is shown the midmost, theoretical curve

8

c,

which illustrates a curve contour approximately like or more like a mathematical “sine curve”-contour.

In

FIGS. 9 and 10

there is shown the “sine”-plane

8

b

in a position 14° in front of the position for the “sine”-plane

8

a.

The five cylinders

21

-

1

,

21

-

2

,

21

-

3

,

21

-

4

and

21

-

5

are shown in successive positions relative to the associated “sine” plane and individually in successive working positions, as shown in the following diagram 1 and diagram 2.

Diagram 1 with reference to FIG.

9

and

FIGS. 12-13

Curve

Angle

Working

Exhaust

Scavenging

Zone

Cylinder No.

Position

Position

Ports

Ports

8a/8b

21-1

3°/183°

compression

closed

open*

1a/1b

21-2

75°/255°

compression

closed

closed

4a/4b

21-3

147°/327°

expansion

closed

closed

6a/7b

21-4

219°/39°

compression

closed

closed

2a/2b

21-5

291°/101°

expansion

closed

closed

5b/6a

*The scavenging ports 24 open in position 160°/340° and close in position 25°/205°, that is to say the scavenging ports 24 are held open over an arc length of 45°.

The exhaust ports

25

are held on the other hand open over an arc length of 39°, that is to say over an arc length which is phase-displaced 14° relative to the arc length in which the scavenging ports are open (see FIG.

14

).

The scavenging ports

24

can consequently be open over an arc length of 20° (see the curve portions

1

a

-

3

a

in FIG.

12

and the single hatched section A′ in FIG.

14

). after the exhaust ports

25

are closed. This means that the compression chamber over the last-mentioned arc length of 20° can inter alia be supplied an excess of scavenging air, that is to say is overloaded with compressed air.

Diagram 2 with reference to FIG.

10

and

FIGS. 12-13

Curve

Cylinder

Angle

Working

Exhaust

Scavenging

Zone

No.

Position

Position

Ports

Ports

8a/8b

21-1

21°/201°

compression

closed

closed

1a/2b

21-2

93°/273°

expansion

closed

closed

5a/5b

21-3

165°/345°

expansion

open**

open*

7a/7b

21-4

237°/57°

compression

closed

closed

2a/2b

21-5

309°/129°

expansion

closed

closed

6a/6b

**The exhaust ports open in position 146°/326° and close in position 185°/5°, that is to say the exhaust ports 25 are open over an arc length of 39°.

From

FIG. 14

it will be evident from the marked off, individual hatched sections B′ that the exhaust ports

25

can be held open over an arc length of 14° before the scavenging ports

24

open.

The sections A′ and B′ show the axial dimensions of the exhaust ports

25

and the axial dimensions of the scavenging ports

24

in a respective outer portion of the working chamber K. The ports

24

and

25

can thereby be designed of equal height in each end of the working chamber K. The height is shown in

FIGS. 12-14

by λ2.

In an angle tone of 5° (from position 75° to position 80°—see especially

FIG. 13

) of the “sine”-plane

8

b

and in an angle zone of 10° (from position 75° to position 85°—see especially

FIG. 12

) of curve

8

a,

the respective associated piston

44

and

45

is held pushed in to the maximum with a minimum spacing λ of for instance 15 mm between the piston head

44

a

and the middle line of the working chamber.

With reference to

FIG. 12

it must further be observed that over an arc length of 36.6°, from position 59.2° to position 95.8°, the spacing between the piston heads is changed relatively little. The spacing from the piston head

44

a

to the middle line

44

′ is changed from a minimum λ=15 (in the dead portion 75°-80°) to a 20 mm spacing λ (position 93° FIG.

11

).

Correspondingly, the spacing from the piston head to the middle line

44

′ is changed from a minimum λ=15 mm in the dead portion 75°-80° to a 25 mm spacing λ in position 57° FIG.

11

.

Over this arc length of 36.6° the volume in the combustion chamber K

1

is kept approximately constant between the pistons

44

,

45

.

Combined effects of two phase-displaced “sine”-planes

From

FIG. 14

the contours of the respective two curves

8

a,

8

b

which are shown schematically in mirror image relative to each other will be evident. Curve

8

b

is shown real with a full line, while curve

8

b

is shown with a broken line, in mirror image about a middle axis between the pistons

44

,

45

. The curve

8

c

shows a theoretical midmost curve between the curves

8

a,

8

b.

It will be evident that the midmost curve

8

c

has a contour which lies more closely up to a sine curve contour than the contours of the curves

8

a,

8

b

individually. Consequently, even if one gets a relatively unsymmetrical contour in the curves

8

a,

8

b

mutually, a relatively symmetrical contour of the midmost curve

8

c

can be achieved.

Fuel is injected

At the close of the compression phase in curve zone

3

a

and

3

b

the fuel is injected in a jet with a flow into the rotating scavenging air current and is mixed/atomised effectively in the rotating scavenging air current.

Ignition starter

Immediately after the injection of fuel that is to say at the close of the compression phase electronically controlled ignition is initiated in curve zone

3

a

and

3

b.

Provision being made for effective rotation of the gas mixture of scavenging air and fuel in a fuel cloud past the ignition arrangement. According to the present invention one can aim with advantage at an ignition delay of 7-10% relative to the conventional ignition angle.

Combustion phase

In the illustrated embodiment to combustion starts immediately after ignition and is accomplished mainly over a limited region in which the pistons roughly occupy a maximum pushed in position, that is to say at the close of the curve zone

3

a,

3

b,

that is to say in a region where the pistons are subjected to minimal axial movement. The combustion proceeds mainly or to a significant extent where the pistons

44

,

45

are held at rest in the inner dead portion

4

a

and

4

b,

that is to say over an arc length of 10° and 5° respectively. However the combustion continues as required to a greater or smaller degree in the following transition portion

5

a,

5

b

and in the main expansion portion

6

a,

6

b,

depending upon the speed of rotation of the rotary shaft. AS a consequence of the rotating fuel cloud in the combustion chamber K

1

in the dead portion

4

a,

4

b

and in that one can keep the flame front relatively short in the disc-shaped combustion chamber K

1

, there can be ensured in all instances fuel ignition for a main bulk of the fuel cloud in the combustion chamber K

1

, that is to say within the dead portion

4

a,

4

b.

In practice the combustion chamber can be allowed to be expanded to the portion

5

a,

5

b

just outside the dead portion

4

a,

4

b

with largely corresponding advantages in a defined volume of the working chamber K.

Speed of combustion

The speed of combustion is as known of an order of magnitude of 20-25 meters per second. By the application of a double set of fuel nozzles and corresponding double set of ignition arrangements distributed over each quarter of the peripheral angle of the working chamber (see

FIG. 4

b

) the combustion area can be effectively covered over the whole of the disc-shaped combustion chamber K

1

. In practice especially favourable combustion can thereby be achieved with relatively short flame lengths.

Optimal combustion temperature

As a result of the concentrated ignition/combustion zone

3

a,

3

b

which is defined in the chamber K just in front of the combustion chamber K

1

and the region

5

a,

5

b

immediately after the combustion chamber K

1

, that is to say in a coherent region

3

a

-

5

a

and

3

b

-

5

b,

pistons

44

,

45

are at rest or largely at rest, it is possible to increase the combustion temperature from usually about 1800° C. to 3000° C. It is possible thereby to achieve an optimal (almost 100%) combustion of the fuel cloud even before the pistons

44

,

45

have commenced fully the expansion stroke, that is to say at the end of the curve portions

5

a,

5

b.

Ceramic ring

Provision is made for a ceramic ring, that is to say a ceramic coating applied in an annular zone of the working chamber K corresponding to a combustion regions (

3

a

-

5

a,

3

b,

5

b

), so that high temperatures can be employed especially in the combustion chamber K

1

, but also in the following portion

5

a,

5

b

of the combustion region. The ceramic ring which is shown with a dimension as indicated by a broken line

70

in

FIGS. 12-14

, comprises the whole combustion chamber K

1

and is in addition extended further outwards in the combustion chamber over a distance

13

.

Introductory Expansion Stroke

After at least considerable portions of the fuel are consumed in the afore-mentioned combustion region (

3

a

-

5

a,

3

b,

5

b

) and one has just started the expansion stroke there are generally optimal motive forces. More specifically this means that by way of the cam guide along the curves

8

a

and

8

b

there is obtained an optimal driving moment immediately the expansion stroke commences in the transition region

5

a,

5

b

and increases towards a maximum in the transition region

5

a,

5

b.

The driving moment is maintained largely constant in the continuation of the expansion stroke (in the region

6

a,

6

b

) and at least in the beginning of this region, as a consequence of possible after burn of fuel in this region in spite of the volumetric expansion which occurs gradually in the chamber K as the expansion stroke proceeds forward through this.

Expansion Phase

According to the illustrated embodiment the compression phase takes place relative to the curves

8

a,

8

b

under angles of inclination of between about 25° and about 36° in the respective two curves

8

a

and

8

b,

that is to say with a mean angle (see

FIG. 14

) of about 30°. If desired the angles of inclination (and the mean angle) can for instance be increased to about 45° or more as required. The expansion phase takes place correspondingly in the illustrated embodiment at between about 22° and 27° in the two curves

8

a

and

8

b,

that is to say while at a mean angle (see

FIG. 14

) of about 24°.

As a result of the relatively steep (mean) curve contour of 30° in the compression phase and the relatively gentler contour 24° in the expansion phase, there is achieved a particularly favourable increase of the durability in time of the expansion stroke relative to the durability of the compression stroke.

According to the invention one can be means of this unsymmetrical relationship between the speed of movement in the compression stroke and the speed of movement in the expansion stroke, displace the start of the combustion process in the compression phase closer up to the inner dead point and thereby time-displace a larger part of the combustion process to the beginning of the expansion phase, without this having negative consequences for the combustion. Consequently there can be achieved a better control and a more effective utilisation of the motive force of the fuel combustion in the expansion phase then hitherto. Inter alia there can be displaced an otherwise possible occurring, uncontrolled combustion from the compression phase over the dead point to the expansion phase and thereby convert such “pressure points”, which involve uncontrolled combustion in the compression phase, to useful work in the expansion phase.

By extending the expansion phase at the expense of the compression phase a relatively higher piston movement is obtained in the compression phase than in the expansion phase. This has an influence on each set of pistons of the combustion engine in every single working cycle.

Rotation effect in the working chamber

There is established rotation of the gases in the working chamber by ejecting exhaust gases via obliquely disposed exhaust ports

25

(see

FIG. 2

) followed by the injection of scavenging air via the obliquely disposed scavenging air ports

24

(see FIG.

3

). There is set up thereby a rotating, that is to say helical gas flow path (see arrow

38

in cylinder

21

-

1

in

FIG. 9

) which is maintained over the whole working cycle. The rotational effect is reactivated in the course of the working cycle, that is to say during the injection, ignition and combustion phases.

There is consequently supplied a new rotational effect to the gas flow

38

during transit in the working cycle by fuel injection via the nozzle

36

and subsequent fuel ignition via the ignition arrangement

39

, the attendant combustion producing a direction fixed flame front with an associated pressure wave front roughly coinciding with the gas flow

38

already established. The rotational effect is consequently maintained during the whole compression stroke and is reactivated during transit by injecting fuel via an obliquely disposed nozzle jet

37

, as shown in

FIG. 4

a,

via a corresponding obliquely disposed nozzle mouth

36

. Additional rotation effects are obtained in the combustion phase.

A still additional increase of the rotational effect can be obtained according to the construction as shown in

FIG. 4

b

by the application of an extra (second) fuel nozzle

37

a,

which is disposed angularly displaced relative to the first fuel nozzle

37

, and by the application of an extra ignition arrangement

39

a,

which is disposed angularly displaced relative to the first ignition arrangement

39

. When the exhaust ports

25

open again, on the termination of the working cycle, the exhaust gas is exhausted with a high speed of movement, that is to say with a high rotational speed, during exhaustion of exhaust gas via the obliquely disposed exhaust ports. Further the rotational effect for the exhaust gases is maintained immediately the obliquely disposed scavenging ports

24

open, so that the residues of the exhaust gases are scavenged with a rotational effect outwardly from he working chamber K at the close of the expansion phase and the beginning of the compression phase. Thereafter the rotational effect is maintained, after closing of the exhaust ports, the scavenging ports being continued to be held open over a significant arc length.

Regulation of the compression ratio of the engine during operation

According to the invention it is possible to regulate the volume between pistons

44

,

45

of the cylinder

21

by regulating the mutual spacing between the pistons

44

,

45

. It is hereby possible to directly regulate the compression ratio in the cylinder

21

as required, for instance during operation of the engine by means of a simple regulation technique adapted according to the “sine”-concept.

It is especially interesting according to the invention to change the compression ratio in connection with starting up the engine, that is to say on cold start, relative to a most favourable compression ratio possible during usual operation. But it can also be of interest to change the compression ratio during operation for various other reasons.

A constructional solution for such a regulation according to the invention is based on pressure oil—controlled regulating technique. Alternatively there can be employed for instance electronically-controlled regulating technique, which is not shown further herein, for regulating the compression ratio.

Alternatively there can be employed a corresponding regulating possibility also for the piston

45

by replacing the cam guide device

12

a

with a cam guide device correspondingly as shown for the cam guide device

12

b.

It is apparent according to the invention that it is possible to regulate the position of both pistons

44

,

45

in the associated cylinder via their respective cam guide arrangement with their respective separate possibility of regulation, in a mutually independent manner.

It is also apparent that the regulation of the position of the pistons in the cylinder can be effected synchronously for the two pistons

44

,

45

or individually as required.

In

FIGS. 15 and 16

there is shown schematically an alternative solution of certain details in a cam guide device, as it is referred to herein by the reference numeral

112

a,

and of an associated piston rod, as shown by the reference number

148

as well as a pair of pressure spheres, as shown by the reference numbers

153

and

155

.

The cam guide device

112

a

In the construction according to

FIG. 1

the cam guide device

12

a

is shown having a relatively space-demanding design with associated casters

53

and

55

arranged at the side of each other in the radial direction of the cam guide device

12

a,

that is to say with the one caster

53

arranged radially outside the remaining caster

55

and with the associated “sine”-grooves

54

,

55

c

illustrated correspondingly radially separated on each of their radial projections.

In the alternative construction according to

FIGS. 15 and 16

the cam guide device

112

a

is shown with associated pressure spheres

153

,

155

arranged in succession in the axial direction of the cam guide device

112

a,

that is to say with a sphere on each respective side of an individual dual, common projection, illustrated in the form of an intermediate annular flange

112

. The annular flange

112

is shown with an upper “sine”-curve forming “sine”-groove

154

for guiding an upper pressure sphere

153

, which forms the main support sphere of the piston rod

148

, and a lower “sine”-curve forming “sine”-groove

155

a

for guiding a lower pressure sphere

155

, which forms the auxiliary support sphere of the piston rod

148

. The grooves

154

and

155

a

have, as shown in

FIG. 15

, a laterally concavely rounded form corresponding to the spherical contour of the spheres

153

,

155

. The annular flange

112

is shown having a relatively small thickness, but the small thickness can be compensated for as to strength in that the annular flange

112

has in the peripheral direction a self-reinforcing “sine”-curve contour, such as indicated by the obliquely extending section of the annular flange illustrated in FIG.

16

. In

FIG. 15

the annular flange

112

is shown segmentally in section, while in

FIG. 16

there is shown in cross-section a peripherally locally defined segment of the annular flange

112

, seen from the inner side of the annular flange

112

.

There can be employed a largely corresponding design of the afore-mentioned details in both cam guide devices, that is to say also in the cam guide device not shown further corresponding to the lower cam guide device according to FIG.

1

.

The piston rod

148

According to

FIG. 1

a pipe-shaped, relatively voluminous piston rod

48

is shown, while in the alternative embodiment according to

FIGS. 15 and 16

there is illustrated a slimmer, compact, rod-shaped piston rod

148

having a C-shaped head portion

148

a

with two mutually opposite sphere holders

148

b,

148

c

for a respective pressure sphere

153

,

155

.

The piston rod

148

can in a manner not shown further be provided with external screw threads which cooperate with internal screw threads in the head portion, so that the piston rod and thereby the associated sphere holder

148

b

can be adjusted into desired axial positions relative to the head portions

148

a.

This can inter alia facilitate the mounting of the sphere holder

148

b

and its associated sphere

153

relative to the annular flange

112

.

In

FIG. 16

the annular flange

112

is shown with a minimum thickness at obliquely extending portions of the annular flange, while the annular flange

112

can have in a manner not shown further a greater thickness at the peaks and valleys of the “sine”-curve, so that a uniform or largely uniform distance can be ensured between the spheres

153

,

154

along the whole periphery of the annular flange.

By the reference numeral

100

there is referred to herein a lubricating oil intake, which internally in the C-shaped head portion

148

a

branches off into a first duct

101

to a lubricating oil outlet

102

in the upper sphere holder

148

b

and into a second duct

103

to a lubricating oil outlet

104

in the lower sphere holder

148

c.

The tressure spheres

153

,

155

Instead of the casters

53

,

55

shown according to

FIG. 1

, which are mounted in ball bearings, pressure spheres

153

,

155

are shown according to

FIGS. 15 and 16

. The pressure spheres

153

,

155

are mainly adapted to be rolled relatively rectilinearly along the associated “sine”-grooves

154

,

155

a,

but can in addition be permitted to be rolled sideways to a certain degree in the respective groove as required. The spheres

153

and

155

are designed identically, so that the sphere holders

148

a,

148

b

and their associated sphere beds can also be designed mutually identically and so that the “sine”-curves

154

,

155

a

can also be designed mutually identically.

The pressure spheres

153

,

155

are shown hollow and shell-shaped with a relatively low wall thickness. There are obtained hereby pressure spheres of low weight and small volume, and in addition there is achieved a certain elasticity in the sphere for locally relieving extreme pressure forces which arise in the sphere per se.

In

FIGS. 17 and 18

a pair of guide rods

105

,

106

are shown which pass through internal guide grooves

107

,

108

along opposite sides of the head portion

148

a

of the piston rod

148

.

Number	Name	Date
1565184	Miller	Dec 1925
1788140	Woolson	Jan 1931
1808083	Tibbetts	Apr 1931
1972335	Gardner	Sep 1934
2080846	Alfaro	May 1937
2366595	Christopher	Jan 1945
4565165	Papanicolaou	Jan 1986
4635590	Gerace	Jan 1987
4996953	Buck	Mar 1991
5031581	Powell	Jul 1991
5375567	Lowi, Jr.	Dec 1994
5507253	Lowi, Jr.	Apr 1996
5743220	Guarner-Lans	Apr 1998

Internal combustion engine with arrangement for adjusting the compression ratio

Information

Patent Number

Date Filed

Date Issued

Inventors

Original Assignees

Examiners

Agents

CPC

US Classifications

Field of Search

US

International Classifications

Abstract

Description

Claims

PCT Information

US Referenced Citations (13)