BACKGROUND OF THE INVENTION
1. Field of Invention
The present invention relates to the internal combustion engine.
2. The subject of invention is a method to derive specifications for an eccentric cam located in a void within the piston of an IC engine which will have parallel faces abutting the cam. These faces will drive the cam in a rotary fashion and transmit the energy produced by the piston by means of the cams axle. The method employs two variables: (r) the radius of the cam; (b) the degree of its eccentricity. These determine the slope of these abutting faces which will be rotated from the plane that is perpendicular to the axis of reciprocation. This slope is eccentric specific and produce a unique solution in each instant. This slope will be the same regardless of the cams radius. The result is an engine with no lateral oscilations.
SUMMARY OF THE INVENTION
The double headed piston within a double headed cylinder with an eccentric gear engaged by geared surfaces perpendicular to the action of reciprocation dates to the Aug. 17, 1886 Patent Salmon (US 347/644). The only historical mention was in 1888 concerning the failure of the prototype steam engine which vibrated violently on the tracks. The only improvement over the years was the replacement of the eccentric gear by an eccentric cam and smooth surfaces. It is the claim of this application to have resolved this problem by replacing parallel faces that are perpendicular to the axis of reciprocation by surfaces that are rotated away from that axis. Further, there is a formula that calculates that inclination as a function of the cams eccentricity. Engine drives constructed per the specifications derived by this formula will operate free of losses due to lateral oscilations and will operate at an even velocity.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a front elevation for a double hemi-faced piston in a liner cylinder with two combustion chambers. Further, it shows the internal cam, its parallel bearing surfaces and the transfer and drive gears. The left construction is the standard design, the right is the novel design. The purpose of this figure is to illustrate the machined area inside the piston, the difference of construction and how that space needs to be machined.
FIG. 2 takes the construction of the novel design from FIG. 1 and shows a section thru center to its right.
FIG. 3 is a schematic of four such pistons and cylinders in a four block parallel configuration. The same could be used for any variety of radial configurations.
FIG. 4 takes the construction of FIG. 2 and places it in context of the double headed piston labeled 8 within a double faced cylinder labeled 9 with the parallel faces from the standard model 5C and 5B and the novel model 5A and 5B and superimposes them on the cam labeled 4 construction. The purpose is to set the stage for the mathematical proposition which is thee subject of FIG. 5.
FIG. 5 takes the cam depicted in FIG. 2 with the addition of vectors for the purpose of explanation for the derivation of a formula for the improvement of the performance for a double headed piston with an internal eccentric cam located within the piston. The improvement is also applicable to a swing action toroid combustion engine or any variation of pump or engine containing an eccentric circular cam abutted by parallel surfaces.
FIG. 6A takes the mechanism depicted in FIG. 4 and shows a derivation based on the construction shown there in. FIG. 5A is derived as a geometric solution by means of theorems. FIG. 6B is derived as a mathematical reduction of the former into a single equation. The equation is the formula for the improvement to the internal combustion engine. FIG. 7 is a plan for a toroid swing action engine and depicts the location of the cam and its abutting surfaces. These aspects are identical for both types of engines, the only difference being, the linear model reciprocates 7.3334 cm linearly, the toroid model reciprocates on an arc segment of the same length. The purpose of this figure is to illustrate the void inside the piston, which is identical to the linear construction and how that void needs to be machined.
FIG. 7 is the application of the single embodiment to a single cylinder labeled 9, with four pistons labeled 8 swing action toroidal internal combustion engine operating in an opposed piston 8 fashion.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1 embodiments such as spark plugs needed for ignition, intake and exhaust ports and piston rings at both sides of 8 are omitted as these peripherals can be provided in a variety of ways and are not the feature that is the subject of this application; shows a side by side comparison of the standard construction, on the left, to the novel construction to the right, the two chambers for either two cycle or four cycle operation are the interior area within 9 that is not occupied by 8. The double hemi-headed cylinder is shown in hash and labeled 9, the double hemi-headed piston is shown in fine line labeled 8. The machined interior area within the piston is shown in heavy line, the upper part is labeled 5A, the lower 5B, these flat portions are the bearing surfaces, the curved ends delineate the minimum clearance required for the cam labeled 4 to rotate and slide along 5A and 5B and can be any shape as they are non bearing, the fine line cam circle is labeled 4, its center labeled 2, the rigidly fasten cam axle is labeled 10. A slot labeled 3 is provided thru both sides of the piston, the length of these slots determined by the length of the piston stroke. The transfer gear is depicted in fine line labeled land are rigidly fasten to the cam axle 10; that axle is rigidly held in place to the engine block by bearings permitting it to rotate freely. A central gear is labeled 6 and is formed around a rigidly attached drive axle labeled 11 allowing for the construction of multi cylindered engine. The features for the standard model drawn on the left side of FIG. 1 are the same for; 2, 3, 4, 7, 8, and 9, 10 and 11 are a shared feature, the only material difference being the heavy lined interior area milled to provide a bearing surface labeled 5C and 5D for the standard model. This type of engine operates as follows: force applied from ignition at either end of the piston labeled 8 within 9, is applied to cam 4 by the corresponding parallel faces within the piston; 5A and 5B for the novel model and 5C and 5D for the standard; this forces 4 to rotate which forces the 10 to rotate and the transfer gear labeled 7 to rotate similarly; this allows power to be transferred to the drive train as represented by 6 and 11. This drive train would be used to construct a multi-chambered engine and is here for comparative purposes as either of the models can stand alone as the equivalent of a two cylinder 9 two piston 8 conventional engine. The two models as depicted are at the point of maximum compression and at a state for ignition, the difference is: the standard models 4 and 10 are in a state of rigidity as all the force exerted by 5C and 5D against the 4 and its 10 are aligned with the perpendicular with 5C and 5D with respect to 2 and the direction of rotation would be determined by the direction of crank polarity and maintained by a fly wheel effect; the novel models direction is determined by the slope of the abutting faces, 5A and 5B as will be illustrated in FIG. 4.
FIG. 2 takes the novel construction from FIG. 1, which is a front section thru center and juxtaposes it next to a side section thru center that is rotated 90° along the indicated axis labeled 1. The labeling and lining remain the same, and illustrates: the same labeled embodiments: 2, 4, 7, 8, 9 and 10, the machined faces, 5A and 5B, 3 is omitted, from a second perspective, the functioning of which remain the same. The double headed piston 8 is shown within its double headed cylinder 9 and is in a state of full compression or full exhaust on the side of the piston 8 with the interior bearing face 5A, the lower side 5B is in a state for either compression or exhaust. When ignition occurs in the upper compressed chamber the force exerted on 8 is transmitted to face 5A which in turn is transmitted to 4 causing it to rotate as well as to the rigidly mounted 10 which protrudes through both sides of 8 by means of 3, 10 also protrudes thru 9 but thru a hole of sufficient dimension to accommodate a rigidly mounted bearing to allow 10 to rotate freely. At this point the illustrated engine could be a stand alone, one 8-one 9 engine, could be attached to a gear labeled 7 for the construction of multi cylinder engines or accessories such as an oil pump overhead cams for intake and exhaust ports.
FIG. 3 shows a parallel configuration of four cylinders as configured in FIG. 2. This figure shows four pistons labeled 8 within their cylinders labeled 9. The pistons are double faced as are the cylinder providing two chambers per piston, and are show in fine line. The machined area within the pistons shown in heavy line, 5A and 5B, which would be milled according to the specifications derived by the formula. The cam axles are labeled 10 The drive gear is labeled 6, the cam axle transfer gears are labeled 7 and are drawn in fine line. Four cylinders, 9 at 90° around the Drive shaft provide eight charges/full cycle and are drawn in fine line. Each opposing pair fires simultaneously and 180° apart providing dynamic stability for the engine. The firing order is: 1&3, 2&4, 5&7, 6&8. The cam drive provides linear energy transfer with no losses due to lateral oscillations. These pairs could also be applied to any variety of radial design.
FIG. 4 Takes the construction of FIG. 2 and are labeled: The piston 8, the cylinder 9, the cam circle 4. The cam center 2 the cam axle 10, with the addition of; a fine line for the axis of reciprocation 12Y, the perpendicular to reciprocation 13Y; the points of contact for the standard model are labeled 14Y and the fine line tangent to these points are labeled 5C and 5D. The novel model is labeled: new axis of force 12X, which no longer is the axis of reciprocation 12Y, the perpendicular to 12X is labeled 13X, the points of contact for the novel construction are labeled 14X, the tangent at these points are labeled 5A and 5B. The slope would be calculated using points 15A and 15B which are the intersection of 5A and 5C with the sides of the cylinder 9. The slope is determined geometrically by dividing the line segments 15A 15B/14X 15B=0.90361/3.75146=0.24087 and the direction of rotation of the cam, 4, would be counter clockwise as shown by the circular arrow labeled 16, if this slope was a negative value the 4 would rotate in a clockwise fashion. The purpose of this Art is intended to define the terms of construction for the geometric construction employed in FIG. 5 and includes the labeling for the construction of the engine to provide context for the derivations for the slope of 5A and 5B for a linear internal combustion engine.
FIG. 5 takes the cam depicted in FIG. 4 with the addition of vectors for the purpose of explanation for the derivation of a formula for the improvement of the performance for a double headed piston 8, with an internal eccentric cam 4, located within the piston 8 by specifying the machining required for the interior milled area 5A and 5B, as specific to the cams eccentricity. This improvement is also applicable to a swing action toroid combustion engine as illustrated in FIG. 6, the difference being that for the toroidal version reciprocation occurs on an arc segment that is the same length as the line segment upon which the linear model reciprocates, and bears the same construction for the came and the parallel abutting surfaces, 5A and 5B. The figure includes labeling for the standard geometric construction as applicable for proofs by the theorems used in FIGS. 6A and 6B. The cam circle 4, depicted has a greater degree of eccentricity greater than the cam circle 4 in FIG. 2, for purposes of clarity. In FIG. 5 the eccentricity=b/r=0.3333. The axis of reciprocation is indicated by segment A1A3 which is labeled {right arrow over (27-32)} respectively. Segment {right arrow over (A1 C)} labeled {right arrow over (27-2)} represents the vector for Centripetal Acceleration which is indicated by the arrow pointing toward the center of Mass, C labeled 2, which is the center of the 4. Segment {right arrow over (J J1)} labeled {right arrow over (29-36)} is the axis perpendicular to the Axis of reciprocation labeled 12X. Segment {right arrow over (J A)} is the vector for tangential Force directed at Point A. This would normally be constructed at point A1 labeled 27, and would point in the opposite direction but changes direction in accordance with the law of parallelogram of forces. At point X labeled 31, a line segment is constructed named sloped and labeled 5B, represents the tangent to point 31 and is the surface abutting the cam circle at its lower pole 5B. A second point would be constructed by drawing a line thru points 31 and 2 and plotting the intersection of that line and 4, which could be labeled X1, then construct a segment that is tangent to point X1 which would be 5A, but is omitted for purposes of clarity. FIG. 2 shows these surfaces depicted in heavy line, the upper and lower faces, 5A and 5B, and are shown abutting the cam tightly and not as they must need be milled but are strictly for the purpose of illustrating the method for determining the specifications for their milling. The outer and inner surfaces would be formed as semicircles the shape of which would be 4, bisected by a line drawn thru points X and X1. These would be constructed at a point no less than required for the travel of the cam to be unimpeded as it slides up and down the sloped surfaces, further these end caps are non-bearing surfaces and can be of any shape or size beyond that limitation.
FIG. 6A: The hypothesis behind the method is that there is a geometric correlation between the slope of the abutting faces and the degree of eccentricity of the cam which is unique for every degree of eccentricity. Further, that this correlation is a function of the vectors of force exerted on the cam and force transferred by the cam. The eccentricity of the cams yields a novel answer for every degree of eccentricity of the cam because any cam circle will have the same disposition of matter regardless of its physical dimensions. This relates to the physics of rotating objects which, while accelerating have centripedal acceleration that is exerted toward the center of the cam but when spinning at a constant velocity produce tangental force at the point that force is applied to the object. The standard model's performance characteristics are well understood for being incapable of operating at a constant velocity. It is the subject of this application to provide an answer. Conventional linear reciprocating engines transfer power by means of a rod and pin arrangement that is yoked to a crank shaft in order to convert the linear motion of the piston into rotary motion at the crank shaft; the tie rods force the piston to exert lateral force on the cylinder wall in a fashion that resists the direction of that force and the pistons of a multi-cylindered engine are yoked in a fashion that has two pistons cross yoked in a cross balanced fashion, this provides stability and smooth operation, the disadvantage of this arrangement is; for every centimeter of rotation at the crankshaft, x, requires πx cm of linear motion of the piston, this referred to as lateral oscillation. In a double headed cylinder 9 with a double headed piston 8 engine, the centrally located eccentric cam's axle 10 is the crankshaft; this arrangement permits transferring the linear motion of the piston on a one to one ratio, there are no lateral oscilations. In the general design for this arrangement the two ends of the piston are cross yoked by the cam 4 and it's axle 10. In the standard arrangement the faces 5C and 5D, all the tangental force is exerted perpendicularly toward one side thru the first half on one rotation of the cam 4 then all the tangental force is exerted to the other side thru the second half of the cams 4 rotation, effectively, there is no balance and the operation of the engine is erratic. FIG. 6A is geometric and in the form of proof by theorems and as such, is in the form of numbered variables and propositions. The eccentricity is not a variable but a given constant for each solution. It starts with the construction of the cam circle and its eccentricity. The two variables are: 1: the radius of the cam called r and labeled 17, which in this instant is 4 cm with respect to the cams center of mass called C and labeled 20; 2: line segment called b and labeled 18, is the distance between point A1 labeled 27 and point A labeled 10 which is 1.3333 cm, which represents centripetal acceleration at the point A labeled 10. 3: The eccentricity is 18/17=b/r=0.3333. 4: Next, a line that is perpendicular to the axis of reciprocation, which is represented as a line segment between points A1 and A3, would be drawn thru the center of the cam axle A labeled 10, and plot the points of intersection with the 4 which are points J labeled 29 and J1 labeled 30. This will form two equal chords {right arrow over (J A)} and {right arrow over (A J1)}. We will designate chord {right arrow over (J A)} as the second vector a labeled 19, we can calculate the relative magnitude of vector a which is labeled 19 using the intersecting cord theorem, (((2*r*b)−b))*b)0.5, which gives us a value of a=2.9814 cm 5: We can now calculate the magnitude of vector c which is labeled 20 by taking (a2+b2)0.5=c which results in the relative value of the vector c=3.2660 cm which is referenced as 20. 6: Next, bisect vector 20, which gives us a value for vector 21, which is d=c/2 which results in a relative value of d=1.6330 cm. The point of bisection forms point E labeled 28, then construct a line segment between points 2 and 28 which forms x labeled 22. 7: We now solve for segment 27 which is x, (r2−d2)0.5=x which has a relative value of x=3.6515 cm. 8: We construct a line thru points 2 and 28 and plot its intersection with the upper half of the 4 which is designated point B and labeled 25, then we construct a line segment between points 25 and 28 which we designate as e labeled 23. We solve for e, r−x=e, which has a relative value of e=0.3485 cm. 9: Then construct a line segment between points 25 and 27 which will be designated f and labeled 24 by the equation, (a2+b2)0.5=f, which results in a relative value off=1.6698 cm, which will form the base of an isosocelese triangle from points B-C-A1(25-2-27) as points 25 and 27 are on the cam circle and are equadistant from 2 by a factor of r labeled 17. 10: We now solve for the measure of ∠BCA1(25-2-27) whose value is needed to solve for the angle of inclination which is calculated by the formula,
11: Now we can calculate the measure of ∠EBA1(28-25-27) which is (180°−∠BCA1)/2=77.9526°. 12: Finally, we solve for the measure of ∠EBA1 (25-27-28) which is the degree that the x axis will be declined, which equals (90°−∠BA1E)=12.0474°. The sloped line, labeled 5B, is formed by rotating point A3−12.0474° along the cam circle forming the new pole X, labeled 31 then drawing the tangent to that point.
FIG. 6B: The second derivation uses the same construction as FIG. 6A with the same given, and variables, 1: r=4 cm, which is the distance between points A and A1 2: b=1.3333 cm, which is the distance between points, 3: eccentrity=b/r=0.3333, 4: solves for a but reduces it to a trigonometric equation by the process of reduction using the intersecting chords theorem we solve for a using r and b with, b(((2*r*b)−b))*b)0.5, which gives us a value of a=2.9814 cm, 5: We solve for the measure of angle B-C-A1(25-2-27) the value needed to solve for the angle of inclination as calculated by the formula, tan−1(d/x)=24.0908°, 6: this angle is then bisected giving us the degree of rotation from the perpendicular to the axis of reciprocation which would be,
7: finally; the entire process is reduced to a single equation using variables rand b,
The sloped faces are formed by rotating the polar axis by the calculated degree of rotation then constructing a perpendicular to that axis at the poles, the radius of the cam is used to describe the size of the throw for the piston, the slope of the tightly abutting faces to that cam which in turn translate the force applied at either end of a double faced piston within a double faced cylinder to that cam to translate that force into continuous circular motion to its rigidly attached axle by which that circular motion can be translated thru the sides of the piston and its cylinder by means of a rigidly mounted bearing attached to the exterior walls of the cylinder block in a fashion that permits the axle to freely rotate, would be unique to any such arrangement with the same ratio of b/r.
FIG. 7 shows the basic configuration for an opposed swing action cylinder reciprocating toroidal engine. As in FIG. 2 features such as spark plugs intake and exhaust ports and piston rings are not indicated as these are necessary for an explanation for how transmits force from ignition is transmitted to the piston, to the faces to the cam and its axle. As in the linear design: the radius of the cam; the degree of eccentricity; the distance between the center of the drive's axle and center of the cam axle; and displacement are the same. The design is shown in plan: The Fig. illustrates: the four pistons labeled 8 in hash within their fine line perimeters; the walls of the single toroidal cylinder labeled 9, indicating the space between the four fine line concentric circles that form the interior and exterior perimeter of 9; the central axle is labeled 11 and is the point around which the cylinder walls are concentric; the four fine line circular cams labeled 4; within each piston, with each piston's interior milled area drawn in fine line and labeled 5A and 5B per each piston 8; Point 10 denotes the four cam axles. The drive gear 6, and the four transfer gears 7, are dawn in fine line. The shaft slots 3, formed in the piston walls in fine line surrounding the cam axles 10, these slots 3, also serve as ports through which oil is circulated into the cylinder and thru the pistons, lubricating the toroid walls. The cam 4, is 33.3334% eccentric. The pistons 8, each occupy 64 degrees of the toroid. The cams 4, are 68 degrees apart and are locked in a stationary position to the cylinder 9 wall. Charge is pumped into the space between the pistons during the period from full discharge to full expansion ending with the start of compression. The order of charge cycle is: 1-2-3-4.
Patent Application
20210301661
