AU741574B2

AU741574B2 - Multiple shaft engine

Info

Publication number: AU741574B2
Application number: AU59757/98A
Authority: AU
Inventors: Nigel Cameron Stokes; Warwick James Stokes
Original assignee: Nigel Stokes Pty Ltd
Current assignee: Nigel Stokes Pty Ltd
Priority date: 1998-02-20
Filing date: 1998-02-20
Publication date: 2001-12-06
Anticipated expiration: 2018-02-20
Also published as: AU5975798A

Description

PCT/AU98/00109 Received 14 January 1999 -1- TITLE: MUJLTIPLE SHAFT ENGINE FIELD OF THE INVENTION This invention relates to a mechanism for application to internal combustion engines.

The mechanism concerns a piston and drive shaft coupling. The coupling communicates energy from the piston to an engine's drive shaft in a manner that permits the piston to move in a predetermined characteristic different from the generally sinusoidal characteristic resulting from a conventional piston coupling.

This mechanism may be applied to either a two-stroke or four-stroke internal combustion engine.

BACKGROUND

It is known in multi-cylinder internal combustion piston engines to provide a single crankshaft to which each piston is attached by means of a connecting rod. When the crankshaft is rotating at constant speed, each upstroke and downstroke of the piston has the same duration. The movement of each piston is characterised approximately by a sine wave which indicates the position of the piston in the cylinder as a function of the rotational position of the drive shaft.

It is desirable for a number of reasons including optimising combustion efficiency, increasing fuel economy, maximising power output, increasing torque, reducing mechanical stresses, or generally enhancing tuning flexibility to be able to modify the characteristic relationship between the motion of the piston and the drive shaft. Hitherto, attempts to do this have been largely unsuccessful.

AMENDED SHEET [PEA/AU -2- Any discussion of the prior art throughout the specification should in no way be considered as an admission that such prior art is widely known or forms part of common general knowledge in the field.

It is an object of the present invention to overcome or substantially ameliorate one or more of the disadvantages of the prior art, or at least to provide a useful alternative.

SUMMARY OF THE INVENTION According to a first aspect of the invention, there is provided an internal combustion engine including: 10 a drive shaft; a crank including a crank pin; a piston mounted for reciprocation within a cylinder; a connecting rod extending between the piston and the crank pin; a first crank gear mounted on the crank; and o" 15 a first drive gear mounted on the drive shaft; ee wherein the first crank gear and the first drive gear form a first gear pair; *wherein said first gear pair is drivingly engaged for at least a first portion of a complete revolution of the drive shaft; and wherein at least one of the first crank gear and the first drive gear of said first gear pair is non-elliptical; such that reciprocation of the piston causes rotation of the drive shaft in a relationship determined by the respective profiles of the crank gear and the drive gear of the first gear pair.

Preferably, the first drive gear and the first crank gear have an equal number of teeth so that one revolution of the crank gear produces one revolution of the drive shaft.

Preferably also, the crank gear and the drive gear are both non-elliptical.

PCT/AU98/00109 Received 09 March 1999 -3- In one preferred embodiment, one or other of the drive gear and the crank gear is eccentrically mounted to the drive shaft or the crank respectively. Alternatively, both the drive gear and the crank gear may be eccentrically mounted. In a preferred form, the crank gear is integral with the crank.

In another preferred form, the engine further includes: a second crank gear mounted to the crank; and a second complementary drive gear mounted to the drive shaft; wherein said second crank gear and second drive gear form a second gear pair; wherein the second gear pair is drivingly engaged for at least a second complementary portion of a complete revolution of the drive shaft; and wherein at least one of the second crank gear and the second drive gear of said second gear pair is non-circular; such that reciprocation of the piston causes rotation of the drive shaft in a relationship determined by the profiles of the crank gears and the drive gears of the respective first and second gear pairs.

More preferably, the first and second crank gears are different in circumferential length. The first and second drive gears are preferably formed as a single composite gear having a first portion engaged with the first crank gear for the duration of one complete revolution of the crank, and a second portion engaged with the second crank gear for the duration of a subsequent complete revolution of the crank, thereby providing one drive shaft revolution per two crank gear revolutions.

Still more preferably, the crank gear and the drive gear of each gear pair are both non-circular. In other preferred forms, one or both of the gears of each gear pair are eccentrically mounted respectively to their drive shaft or crank.

AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/00109 Received 09 March 1999 -4- In a further preferred form, the engine includes a plurality of pistons and a single drive shaft, wherein each piston has an associated crank including a crank pin, a connecting rod extending between the piston and the crank pin, a first crank gear mounted to the crank and a first drive gear mounted to the drive shaft.

Still more preferably, all of the respective cranks are joined by a single crankshaft having a plurality of crank pins.

DRAWINGS

A preferred embodiment of the invention will now be described, by way of example only, with reference to the following drawings in which: Figure 1 illustrates a front view of a two stroke internal combustion engine in accordance with the invention; Figure 2 illustrates a partially cut away view of the engine of Figure 1; Figure 3 illustrates a partially cut away rear view of the engine of Figures 1 and 2; Figure 4 illustrates a partially cut away side view of the engine of Figures 1 and 2; Figure 5 illustrates a partially cut away side view of the engine of Figures 1 and 2 opposite to that shown in Figure 4; Figure 6 illustrates a functional view of the operation of the engine shown in Figure 2 during various instances during a stroke; Figure 7 illustrates the piston travel-drive shaft characteristic for both a conventional two stroke internal combustion engine and a two stroke internal combustion engine according to the invention; AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/00109 Received 09 March 1999 Figure 8 illustrates an embodiment of a gear pair for an engine in accordance with the invention; Figure 9 illustrates the pitch circumference profile of the gear pair of Figure 8; Figure 10 illustrates a functional view of an embodiment of some of the components of a piston coupling in accordance with the invention suitable for use in a four stroke reciprocating internal combustion engine; Figure 11 illustrates a functional view of the operation of the piston coupling in Figure 10 during various instances during a complete four stroke cycle; Figure 12 illustrates a conventional and a selective piston travel-drive shaft characteristic in a four stroke internal combustion engine; Figure 13 illustrates a perspective view of an embodiment of some of the components of a piston coupling in accordance with the invention; Figure 14 illustrates an alternate perspective view to that shown in Figure 13 during a different instance during operation; Figure 15 illustrates an embodiment of some of the components of a piston coupling in accordance with the invention; Figure 16 illustrates the pitch circumference profile of the components in Figure Figure 17 illustrates a perspective functional view of an arrangement of two piston couplings in accordance with the invention suitable for use in a four stroke internal combustion engine; and Figure 18 illustrates the perspective view of Figure 17 view from the other side.

AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/OO 109 Received 09 March 1999 -6- DETAILED DESCRIPTION OF THE DRAWINGS Figures 1 to 6 illustrate a two stroke internal combustion engine 12 according to the invention. Wherever possible, like reference numerals will be used to indicate like features.

The internal combustion engine 12 includes a drive shaft 7 and a crank 26 including a crank pin 40. A piston 27 is mounted for reciprocation within a cylinder 1 and a connecting rod 25 extends between the piston and the crank pin 40. A first crank gear 21 is mounted on the crank 26 and a first drive gear 23 is mounted on the drive shaft 27. Optionally, the crank gear 21 can be integrally formed with crank 26 and similarly, the drive gear may be integral with the drive shaft. The gears 21 and 23 form a first gear pair. It will be obvious that gear 23 is non-elliptical. However, in other forms one or the other may be elliptical or circular. It will be appreciated that a circle is a special form of an ellipse where the length of the major and minor axes are equal.

The drive gear 23 is engaged with the crank gear 21 such that reciprocation of the piston 27 causes rotation of the drive shaft in a relationship determined by the profiles of the crank gear and the drive gear. In the preferred form both the drive gear 23 and the crank gear 21 have an equal number of teeth 33. Consequently, one revolution of the crank gear produces one revolution of the drive shaft.

In use, the engine illustrated in Figures 1 through 6 can achieve a piston travel drive shaft characteristic 71 as shown in Figure 7. The typical sinusoidal characteristic provided by conventional engines is shown generally at 70. The particular profile or characteristic achieved by an engine according to the invention, and in practical terms the fashion in which linear movement of the piston 27 is converted to the rotation of the drive shaft 7, is affected by the selected shapes of the crank gear 21 and the drive gear AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/00109 Received 09 March 1999 -7- 23. Also, the location at which the gears 21 and 23 are mounted to the crank 26 and the drive shaft 7 respectively can affect the profile achieved.

The particular embodiment shown in Figures 1 through 6 includes a crank gear 21 which is generally elliptical in shape. The axis 22 of rotation of the crank passes through crank gear 21 off the centre of the minor axis of the gear, as best seen in Figure 8. The minor axis of gear 21 is parallel to the longitudinal centre line of crank 26.

The pitch circumference 91 of non-elliptical complementary drive gear 23 is indicated in Figure 9 as is the pitch circumference 90 of crank gear 21. Also, drive gear 23 has the same number of teeth as crank gear 21. Consequently, one complete revolution of crank gear 21 produces one complete revolution of the drive shaft 7. The shape of drive gear 23 and the distance between the axis 22 of rotation of crank 26 and the drive shaft 7 are selectively determined so that gears 21 and 23 complete one rotation simultaneously, even though, at different stages during the rotation, the crank 26 will be rotating more quickly or more slowly than the drive shaft 7.

Advantageously, the piston 27 will move more slowly in the top dead centre (TDC) and bottom dead centre (BDC) regions and more quickly during a compression stroke when compared to a piston in a conventionally arranged engine. Once again, the profiles 70 and 71 indicating the piston travel drive shaft characteristic for conventional engines and engines according to the invention respectively are illustrated in Figure 7.

AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/00109 Received 14 January 1999 -8- The particular specifications of the crank gear 21 and the drive gear 23 are detailed below.

CRANK GEAR 21 SPECIFICATIONS: Shape of Pitch Pitch Circumference Crankshaft Position Number of Teeth Gear Type Circular Pitch Pressure Angle Addendum Dedendum Backlash DRIVE GEAR 23 SPECIFICATIONS: Shape Pitch Circumference Number of Teeth Distance between Crankshaft and Drive shaft Elliptical Semimajor axis Semiminor axis 360mm 12.68mm off-centre along the semiminor axis 36 American Standard Involute System Stub Tooth 20 degrees 2.546mm 3.183mm Complement to Crank gear 21 360mm 36 113.045 mm AMENDED SHEET IPEA/AU PCT/AU98/00109 Received 14 January 1999 -9- A further embodiment of the invention will now be further described, by way of example only, with general reference to Figures 10 to 16 inclusive. These figures illustrate another embodiment of the invention in the form of a four stroke internal combustion engine.

Once again, like reference numerals are used to indicate like features.

With reference to Figure 10, the single cylinder four stroke engine includes a drive shaft 7 and a crank 26 including a crank pin 40. The crank has an axis of rotation 22. A connecting rod 25 extends between the piston 27 and the crank pin 40. In addition to the first gear pair, the engine also includes a second crank gear 21b mounted to the crank 26 and a second complementary drive gear 23b mounted to the drive shaft 7.

The second crank gear 21b and the second drive gear 23b form a second gear pair. At least one of the second crank gear and the second drive gear is non-circular. Optionally both gears are non-circular.

The first drive gear 23a and the first crank gear 21a are engaged for a first portion of each complete revolution of the drive shaft. Similarly, the second drive gear 23b is engaged with the second crank gear 21b for a second complementary portion of each complete revolution of the drive shaft 7. In this manner, reciprocation of the piston 27 effects rotation of the drive shaft in a relationship determined by the profiles of the crank gears 21a and 21b and the drive gears 23a and 23b, of the respective first and second gear pairs. It will be appreciated that in this embodiment, the first crank gear 21 a also serves as the crank 26.

This gear arrangement causes linear movement of the piston 27 to be converted to rotational movement of the drive shaft 7 by at least the first gear pair during the first AMENDED SHEET IPEA/AU PCT/AU98/00109 Received 14 January 1999 section of each revolution, and by at least the second gear pair during the second part of each complete revolution, of the drive shaft.

It will be appreciated that crank gears 21 a and 21 b have different circumferential lengths. Also, as shown to advantage in Figures 11, 13 and 14, first and second drive gears 23a and 23b have been joined to form a single gear having a first planar portion engaged with the first crank gear 21a for the duration of one complete revolution of the crank 26 and a second planar portion engaged with the second crank gear 21b for the duration of a subsequent complete revolution of the crank, providing one drive shaft revolution per two crank revolutions.

It will be readily appreciated from Figure 10 that the first and second crank gears 21a and 21b are circular and the second crank gear 21b is centrally mounted about the axis 22 of rotation of the crank 26.

The first crank gear 21 a is mounted eccentrically about the axis 22 such that its pitch circle 181 touches the pitch circle 180 of the second crank gear 21b at one point as illustrated in Figure 16. One further point to note with reference to Figure 10 is that where gears 21a and 21b have a common tangent,'ie at the extreme left hand side as illustrated in Figure 10, the teeth 33 of each gear 21a and 21b are aligned. The pitch circumferences 181 and 180 of crank gears 21a and 21b form a continuous and closed curve through a rotation of 720".

The two circular gears 21a and 21b mesh with drive gears 23a and 23b which, in combination, have a circumference of pitch circle 182 equal to the sum of the circumference of pitch circles 181 and 180 corresponding to first and second crank gears 21a and 21b respectively. The shape of drive gears 23a and 23b and the distance AMENDED SHEET IPEA/AU PCT/AU98/00109 Received 14 January 1999 -11between the axis 22 and drive shaft 7 are selected by the requirement that two cycles of the piston 27 will result in one complete rotation of the drive shaft 7. This concept is illustrated in Figure 11. The piston travel drive shaft characteristic 141 of a four stroke engine with the configuration described above is compared to the characteristic 140 of a conventional four stroke engine in Figure 12.

The properties and dimensions of crank gears 21a and 21b drive gear 23a and 23b and the gear teeth 33 are tabulated below.

Crank gear 21a Shape Circular Pitch Radius 45.84mm Pitch Circumference 288mm Crankshaft Position 22.92mm off centre Number of Teeth 36 Crankshaft Length 48mm (Distance between the centress Crank gear 21b Shape Pitch Radius Pitch Circumference Crankshaft Position Number of Teeth Drive gear 23a of crankshaft 22 and the connecting rod journal) Circular 22.92mm 144mm centre 18 AMENDED SHEET IPEA/AU PCT/AU98/00109 Received 14 January 1999 -12- Part 16: Shape Pitch Length Number of Teeth Drive shaft Radius Drive gear 23b Shape Radius Centre Number of Teeth Pitch length Centre Distance (Between crank shaft 22 and drive Gear Teeth 33 Type Circular Pitch Pressure Angle Addendum Dedendum Backlash Open ovate 288mm 36 19.2mm Circular arc 88.02mm Centre of drive shaft 22 18 144mm shaft 7) 97.01mm American Standard Involute System Stub Tooth 8mm 20 degrees 2.0368 2.5464mm 0.4mm AMENDED SHEET IPEA/AU PCT/AU98/00109 Received 14 January 1999 -13- The use of the gear arrangement illustrated in Figures 10 through 17 may allow the relative duration of the power stroke in a four stroke engine to be modified when compared to the duration of the remaining three strokes.

Figures 17 and 18 illustrate a two cylinder engine according to the invention. In these figures, the features of the engine related to the second cylinder are denoted with a prime symbol, eg 23a'. However, there is only one drive shaft 7 and each of the drive gears 23a, 23b and 23a' and 23b' are fixed the drive shaft to provide selective phase or timing operation of piston 27 in relation in relation to piston 27'. It will be readily appreciated that such an arrangement may be extended to engines having more than two cylinders.

It will also be apparent that differently shaped crank gears and drive gears to those illustrated herein will provide alternative piston travel drive shaft characteristics which may be desirable for alternative applications. For example, it may be advantageous to slow the piston down when it is at the top of the drive stroke to allow more time for combustion under high pressure or, at the bottom of the intake stroke to allow more time for intake of air into the cylinder.

Although the invention has been described with reference to particular examples, it will be appreciated by those skilled in the art that the invention may be embodied in many other forms. For example, the crank and drive gears may not directly mesh but could alternatively be drivingly connected by a chain, a pulley, a toothed belt or an intermediate gear train.

AMENDED SHEET IPEA/AU

Claims

1. An internal combustion engine including: a drive shaft; a crank including a crank pin; a piston mounted for reciprocation within a cylinder; a connecting rod extending between the piston and the crank pin; a first crank gear mounted on the crank; and a first drive gear mounted on the drive shaft; wherein the first crank gear and the first drive gear form a first gear pair; wherein said first gear pair is drivingly engaged for at least a first portion of a complete revolution of the drive shaft; and wherein at least one of the first crank gear and the first drive gear of said first gear pair is non-elliptical; such that reciprocation of the piston causes rotation of the drive shaft in a relationship determined by the respective profiles of the crank gear and the drive gear of the first gear pair.

2. An engine according to claim 1 wherein the first drive gear and the first crank gear have an equal number of teeth so that one revolution of the crank produces one revolution of the drive shaft.

3. An engine according to claim 1 or claim 2 wherein both the first crank gear and the first drive gear are non-elliptical.

4. An engine according to claim 3 wherein either the first drive gear or the first cam gear is eccentrically mounted to the drive shaft or the crank respectively.

AMENDED SHEET (Article 34) (IPEA/AU) PCT/AU98/00109 Received 14 January 1999 An engine according to claim 4 wherein the first drive gear is eccentrically mounted to the drive shaft and the first crank gear is eccentrically mounted to the crank.

6. An engine in accordance with any one of the preceding claims wherein the crank gear is integral with the crank.

7. An internal combustion engine according to any one of the preceding claims, further including: a second crank gear mounted to the crank; and a second complementary drive gear mounted to the drive shaft; wherein said second crank gear and second drive gear form a second gear pair; wherein the second gear pair is drivingly engaged for at least a second complementary portion of a complete revolution of the drive shaft; and wherein at least one of the second crank gear and the second drive gear of said second gear pair is non-circular; such that reciprocation of the piston causes rotation of the drive shaft in a relationship determined by the profiles of the crank gears and the drive gears of the respective first and second gear pairs.

8. An engine according to claim 7 wherein the first and second crank gears are different in circumferential length, and the first and second drive gears are formed as a single composite gear having a first portion engaged with the first crank gear for the duration of one complete revolution of the crank, and a second portion engaged with the second crank gear for the duration of a subsequent complete revolution of the crank, providing one drive shaft revolution for every per two crank revolutions. AMENDED SHEET IPEA/AU -16-

9. An engine according to claim 7 or claim 8 wherein the crank gear and the drive gear of each gear pair are both non-circular.

An engine according to claim 8 wherein one gear of each gear pair is eccentrically mounted to its respective drive shaft or crank.

11. An engine according to claim 8 wherein both gears in each gear pair are eccentrically mounted to their respective drive shaft or crank.

12. An engine according to any one of the preceding claims including a plurality of pistons and a single drive shaft, wherein each piston has a respective crank including a S•crank pin, a connecting rod extending between the piston and the crank pin, a first crank 10 gear mounted to the crank and a first drive gear mounted to the drive shaft.

13. An engine according to claim 12 wherein all of the respective cranks are joined by a single crankshaft having a plurality of crank pins.

14. An internal combustion engine substantially as herein described with reference to oeooo any one of the embodiments of the invention as illustrated in the accompanying 15 drawings. DATED this 23rd day of March 2001 o NIGEL STOKES PTY LTD .o Attorney: JOHN D. FORSTER Fellow Institute of Patent and Trade Mark Attorneys of Australia of BALDWIN SHELSTON WATERS